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Home My WebLink About12/10/1996, 1 - CITY COUNCIL CONSIDERATION OF: (1) INITIATING AN AMENDMENT TO THE CIRCULATION ELEMENT TO RECLASSIFY CHORRO STREET AND MODIFY ITS SPEED AND TRAFFIC VOLUME STANDARDS; AND (2) MODIFYING THE TRAFFIC CALMING FACILITIES IN THE CHORRO STREET AREA jcounaL riG -R�. acEnaa aEpom CITY OF SAN LUIS OBISPO FROM: Mike McCluskey, Director of Public Works P ,O-� — Pmpared By: Terry Sanville, Principal Transportn Planner Al Cablay, Public Works Manag SUBJECT- City Council consideration of: (1) Initiating an amendment to the Circulation Element to reclassify Chorro Street and modify its speed and traffic volume standards; and (2) Modifying the traffic calming facilities in the Chorro Street area; and: (3) Developing Neighborhood Traffic Management Prognvn Guidelines. CAO RECOIVIIV ]MATION: By motion, the City Council should: (1) Initiate an amendment to the Circulation Element to reclassify Chorro Street from a Residential Collector to a Neighborhood Arterial street (a new classification) with a maximum speed standard of 25 mph and a traffic volume standard of 10,000 vehicles per day (see page 25, Option A for details); (2) Direct modification of the traffic calming facilities in the Chorro Area as follows: Remove: Traffic circles at the Broad-Mt. View and Chorro-Mt. View intersections Temporary islands on Chorro Street, north of Foothill Boulevard Signs on Chorro that coach people to use Santa Rosa as a through route Speed table (the low hump) at the Chorro-Mission intersection Relocate/Modify Remove: Remove two speed humps on Chorro between Murray and Mission and retain one at mid block; remove one speed hump between Mission and Center and retain one at mid-block; remove one speed hump between Center and Lincoln and retain one at mid-block. (Net result: Chorro Street would have five speed humps instead of nine.) Remove four speed humps on Broad Street just north of the Murray,Mission, Center and Lincoln Street intersections. Retain the remaining four humps at mid-block locations but modify them so that they are the same height as those on Chorro Street. (Net result: Broad Street would have four speed humps instead of eight.) Install: Stop signs on Chorro at Center and Mission Streets Stop sign on Broad at Murray Street Permanent entry feature on Chorro Street south of Lincoln Avenue Permanent traffic circle on Meinecke Street at Benton Way Retain: Traffic signal timing at the Foothill-Chorro intersection Traffic signal timing on Santa Rosa Street Speed humps on Murray Street .......... Office • ..... 0//z Commercial Study Boundary rl rvi. Existing Stop An STOP New Stop V ... ....... A Existing Bump •. ........ New Speed Hump STOP * • New Traffic Circle Li I COLN Irtar 0 U r O �''� " - STOP 7. ty A 1 192 Or N O -- CHORRO AREA TRAFFIC CALMING PROJECT Incorporating Staff-Recommended Modifications December,, 1996 (3) Direct staff to prepare recommendations for City Council adoption of Neighborhood Trrrffrc Management Program Guidelines. A. REPORT-IN-BRIEF On February 20, 1996, the City Council adopted a traffic calming plan for the Chorro Street Area(attached as Exhibit A). Between March and July, City crews and private contractors installed most of the facilities called for in Phase I of the plan including: (1) speed humps on Broad, Murray and Chorro Streets at sixteen locations;and(2)traffic circles at the Broad-Mt. View,Chorro-Mt View and Meinecke-Benton intersections. Since the installation of these and other facilities, the Public Works Department and the City Council have received numerous written and verbal comments: ❑ The City Council and Public Works Department have received and responded to numerous letters; and there have been numerous letters to the editor of the Telegram Tribune and New Times newspapers expressing opposition to- and support for the traffic calming program. ❑ The City Council received a petition from Foothill area residents which contained about 600 signatures. The petition asks the City Council to reconsider its action to install the traffic calming facilities and suggests that "... a more conservative approach be taken to resolve the problems." To aggressively address public concerns, the Public Works Department: ❑ Established a telephone "response line" for people to call and express their concerns. As of October 31, 1996, 243 calls have been received. (See Exhibit B for a listing of all comments.) ❑ Hired Mr. Craig Neustaedter, consulting traffic engineer and planner (PE, AICP), to evaluate the Chorro Area Traffic Calming Plan, provide an independent "third party opinion" and any recommendations for changes (report attached as Exhibit Q. ❑ Sponsored a series of Focus Group meetings to solicit input on what should be done with the Chorro Area program. Each of the six focus groups was designed to include three Chorro Area residents that supported the program and three city residents that did not support the program. (See attached Exhibit D for results of focus group meetings.) ❑ Conducted an evaluation of how the facilities are effecting traffic conditions in the area. (This evaluation is called for by provisions of Phase II of the adopted Plan.) An interim report was published in August, 1996 and distributed to the City Council. A more comprehensive review of traffic conditions has just been completed (attached as Exhibit E). ❑ Hired a professional market research firm to conduct telephone surveys of households in the Chorro Street neighborhood,the Foothill area, and throughout the community (results attached as Exhibit l). Distributed a written questionnaire to all households in the Chorro Street neighborhood (full results attached as Exhibit G). The purpose of these surveys was to determine resident's satisfaction with the traffic calming facilities and response to various alternatives . With input from all of these sources, the staff recommends that the City Council modify the existing traffic calming facilities in the Chorro Area and initiate specific changes to pertinent General Plan Circulation Element policies. These recommendations are summarized above and fully presented in the body of this report. 1�� Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan Paw A B. DISCUSSION 1. Ilistory of the Program Eady Traffic Calming Activities. In the early 1990's, the City installed four speed humps on Broad Street between Ramona Drive and Mission Street and stop signs at the Center,Mission and Meinecke Street intersections. These installations were in response to resident's concern for cut-through traffic volumes and speeds. Since then, traffic volumes on Broad Street have not grown. For example, a January, 1991 survey of traffic volumes on Broad Street south of Serrano Drive recorded 2,531 vehicles per day. By comparison, a October, 1996 survey of the same street segment recorded a virtually-identical traffic volume of 2,517 vehicles per day. The speed humps were successful in slowing traffic speeds to about 25 mph. The Broad Street program appeared to address a single street corridor and did not consider the potential impacts of shifting traffic (or enabling traffic growth and free-flow speeds to occur) on parallel routes such as Chorro Street. However, since Chorro Street was classified as a Arterial street at that time (reference the 1982 Circulation Element), traffic speeds and volumes were not considered a policy issue as they now are. More recently, in 1993 the City Council adopted the Bicycle Transportation Plan. As part of the discussions at public hearings preceding the Plan's adoption, staff presented options for installing bike lanes on Chorro Street by partially or totally removing curb parking. The Council and area residents rejected this concept but felt that if vehicular traffic could be slowed(consistent with provisions of the then draft 1994 Circulation Element), that bicycling safety issues would be addressed. Consequently, Chorro Street was classified as a bicycle mute by the Bike Plan with no reservation of roadway area for bike lanes. Circulation Element Provisions. In November, 1994, the City Council adopted a new General Plan Circulation Element that includes the following policies and standards pertinent to the Chorro Street area Types of Streets. Policy 5.2 establishes the purpose of streets in San Luis Obispo, including the following: 'Fable 41 1994 qrealahon dement 5tieet Defrntroas Street Type Purpose Residential Local Streets Directly serve residential development that front them and channel traffic to residential collector streets. Residential Collector Streets Collect traffic from residential areas and channel it to arterials Arterial Streets Provide circulation between major activity centers and residential areas. Regional Routes Connect the city with other parts of the county and are used by people traveling throughout the county and state and are designated as primary traffic carriers. Within the Chorro Street neighborhood, Broad and Chorro Streets are classified as Residential Collector streets while all other streets are classified as Local Residential streets. At the periphery of the Chorro Street neighborhood, Foothill Boulevard and Santa Rosa Street are classified as Arterial streets and Regional Routes respectively. Council Agenda Report— Reconsideration of the Chown Area Traffic Calming Plan IFMA A major change that occurred when the City Council adopted the 1994 Circulation Element was that Chorro Street was reclassified from an Arterial street to a Residential Collector street. This change occurred after the Council received considerable testimony from Chorro area residents and the Council discussed the change and options to it. Traffic Volume and Speed Standards. Policy 5.2 establishes the following operational standards: Table#2 1"4 Cir al fi FJemeet Tiaffie'.Voluare and Speed Staadattds Desired Maximum Standard Standard Value Traffic Speed: 25 mph (85th percentile speed) Traffic Volume: Residential Local Street 1,500 vehicles per day Traffic Volume: Residential Collector Street* 3,000 vehicles per day • For Chorro Street, the Council set 5,000 vehicles ner day as the desired maximum traf-ft volume standard Neighborhood Traffic Management Areas and Devices. Figure#3 and Policy 6.5 designate seven residential areas as Neighborhood Traffic Management A reas and call for the adoption of traffic management plans for each area The Chorro Street neighborhood is one of the seven areas. Policy 6.6 identifies a variety of measures that the City will undertake to control traffic in residential areas including signage, operational changes, traffic calming devices (road humps, raised cross walks, stop signs, traffic circles, and other devices to slow traffic), and community education programs. In June, 1995, the City Council chose the Chorro Street neighborhood to be the first for the development of a neighborhood traffic management plan. In August,the neighborhood group was charged with designing the plan and the Public Works staff was directed to provide technical support. The Circulation Element's policies and standards were used by the neighborhood group to guide the plan's preparation. Prepadng the Cho>rm Asea Traffic Calming Plan. The process used to prepare and adopt the Plan is described in detail on pages 1 through 7 of the Council Agenda Report dated February 20, 1996 (reference Exhibit H available in the Council's reading file). In summary, between August, 1995, and January, 1996, actively-involved Chorro Area residents: ❑ Received approval from the City Council to prepare a plan with technical assistance provided by the Public Works transportation staff, ❑ Held a workshop at the City-County Library to define key traffic management issues in the neighborhood; ❑ Prepared and mailed to area residents and businesses a draft traffic calming plan and reviewed this plan at a public workshop at City Hall that was attended by Chorro Area and out-of-area residents; 0 Modified the draft plan and submitted it to the City Council for consideration and adoption. Council Agenda Report— Reconsideration of the Chomp Area Traffic Calming Plan page S ❑ Appeared at the City Council's February 20, 1996 meeting to present the plan At this public hearing the Council adopted the plan on a 4-1 vote. Implementing the adopted Chorm Aiea Traffic Calming Plan. Between March and July, 1996, the following facilities were installed as part of Phase I of the Plan: ❑ Sneed humps were installed at sixteen locations on Broad, Murray and Chorro Streets. The speed humps on south Broad and Murray Streets are three inches high while the speed humps on Chorro Street are 2 5/8" high. The speed humps were installed by a private contractor while all related signs and pavement markings were installed by City crews. ❑ Traffic circles were installed at the Chorro-Mt. View, Broad-Mt. View and Meinecke-Benton intersections. City crews constructed these facilities using temporary materials such as plastic pylons, white painted tires, pavement striping and ceramic domes. Phase I of the plan calls for the installation of a forth traffic circle at the Chorro-Rougeot intersection; but this installation has been deferred pending an evaluation of the program. ❑ Changes to tum lanes were made at the Chorro-Foothill and the Chorro-Lincoln intersections. The southbound left-tum lane on Chorro Street at Foothill Boulevard was eliminated and an island was created using plastic pylons. The northbound left-tum lane on Chorro Street at Lincoln Avenue was shortened and a median island created with plastic pylons. The purpose of these changes is to: (1) make Chorro Street a less attractive through mute during peak traffic periods, and (2) create an opportunity for installing a landscaped entry feature on Chorro Street at the south end of the neighborhood. ❑ Changes to traffic signal timing were made at the Chorro-Foothill intersection and at intersections on Santa Rosa Street between Foothill Boulevard and Marsh Street. At the Chorro-Foothill intersection, additional green time was provided to east-west traffic to encourage motorists to stay on Foothill Boulevard and use Santa Rosa Street as an alternate route; green time for north-south traffic on Chorro Street was reduced. The changes to the traffic signals on Santa Rosa Street between Marsh and Mill Street were completed in October. Changes to the timing of traffic signals on Santa Rosa Street between Walnut Street and Foothill Boulevard should be completed by Caltrans by December 1st. ❑ Special Traffic Signs were installed on Chorro Street south of Route 101 and north of Foothill Boulevard that coach motorists to use Santa Rosa Street as a through traffic route. The following additional facilities are called for in future phases of the Plan and have not yet been installed: ❑ Ston signs on Chorro Street at the Mission, Center and Peach Street intersections. ❑ Interim and permanent landscaping and curbs to replace the temporary materials used to form the traffic circles. ❑ Landscaped entry features at the Chorro-Rougeot traffic circle(not installed)and at the median island on Chorro Street south of Lincoln Avenue. / /-J Council Agenda Report— Reconsideration of the Chorm Area Traffic Calming Plan Page 6 Project Costs. To date, the Public Works staff estimates that the project has cost the following: rs Table43•Izatral YM -t Costs: Chemo Ares Traffic Fim t Cost Item Cost Estimate Contractor Installation of Speed Humps $12,000 Cost of Signs and Pylons, etc. $ 3,000 Cost of Engineering Consultant $ 500 Cost of Survey Services $ 5,000 Total Initial Costs: $259000 As a point of comparison, the City Council had originally budgeted $50,000 for Consultant services for preparing a traffic calming plan for the Chorro Street area and $80,000 for constructing initial and interim facilities. The cost of installing final facilities and on-going maintenance has not been established at this point. Section F of this report estimates the cost of installing permanent facilities consistent with the staffs recommended option. Before permanent facilities can be installed, the Plan (Phase IV) requires the City Council establish a funding strategy to cover on-going maintenance. Alternatives may include contributions from residents, City support of the costs, or funding from a combination of sources. 2. Synopsis of Feedback From Various Sources Focus Groups Recommendations. In hopes of reducing some of the acrimony that has arisen, staff formed six groups of citizens to discuss the issues. It was hoped that people working together might be able to find some common ground and develop acceptable solutions. Each focus group was designed to include six members. Three of the members of each group were to be people who live in the Chorro Street Area and were involved with developing the traffic calming plan. The remaining three members were to be randomly selected from a list of people who have contacted the City to express concern about the speed humps and/or the traffic circles. Each focus group was assisted by city staff members from departments other than Public Works who acted as facilittwors and Public Works staff members who acted as recorders. To prepare for these meetings, facilitators and recorders received special training from a professional mediation, personnel training and management consultant Each focus group was asked to evaluate the current traffic calming plan for the Chorro Street Area and formulate recommendations for possible changes -- a minimum of two strategies, if possible. The option for deleting all of the existing facilities and doing nothing was not to be entertained -- but all other options were considered eligible. Two evening meeting dates were reserved for each focus group to complete its deliberations. The focus groups met between October 7th and October 24th. The process followed by each focus group differed somewhat but typically included the following steps: ❑ Introductions ❑ Review background information ❑ Identify community values L�� Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan Rage 7 ❑ Identify issues related to the Chorro Area project ❑ Prioritize issues ❑ Generate alternative solutions ❑ Assess the alternatives ❑ Select alternative and develop a Group solution/recommendation Not all of the focus groups followed these precise steps, nor was each group successful in reaching consensus on a Group solution. Also, for whatever reasons, not all of the people who volunteered to participate in the process attended the sessions -- four of the six focus groups had four or five members and both viewpoints (project proponents vs. project critics) were not always equally represented. The recomier's account of each group's output is attached as Exhibit D. A synopsis of each focus group's proceedings is summarized below. Focus Group#1 identified seven community values, 36 issues that relate to the Chorro Area project, and 32 actions for addressing the issues. However, Focus Group #1 was unable to develop a Group solution; instead it decided to forward all of the member's ideas to the City Council for consideration without comment Group members identified both short- term and long-term ideas for addressing area traffic problems. Some of these ideas are in conflict with one another, such as remove all current facilities and install stop signs at all intersections v. leave all current facilities as is. Some ideas identified fairly specific physical changes (such as remove "Through traffic Use Santa Rosa Street signs) while other ideas addressed behavioral changes (such as take personal responsibility for creating traffic problems on Chorry Street). Finally the members' long-term ideas tended to focus on promoting the use of alternative types of transportation (such as need to develop a true "regional" transit authority — to mitigate commuter traffic impacts through the City) or promoting the development of alternative routes to Chorro Street (such as build the Highway 1 bypass). Focus Group #2 identified six community values, 13 issues that relate to the Chorro Area project, and 6 alternatives for addressing the issues. Focus Group #2 was able to develop a Group solution, presented below. Short Term Actions ❑ Post ZS mph signs and implement the coordinated--traffic signal timing changes to alll signalized intersections along Santa Rosa Street. ❑ Re-evaluate the effectiveness of the traffic circles. If it is determined that they are not effective remove them or, if they arefound to be effective re-do the traffic circle designs to allow for bicyclist safety and neighborhood aesthetics. Long Term A ctions ❑ Implement aplan to establish an Alternate Route'(or Bypass) similar to those proposed to the in the past. Council Agenda Report-- Reconsideration of the Chorm Area Traffic Calming Plan PEW it Focus Group#3 identified five community values, 41 issues that relate to the Chorro Area project, and two alternative solutions including (1) post the speed limit (25 mph) and install two more stop signs; and (2) it is a reasonable approach to slow traffic down to original traffic speeds(Posted @ 30 mph). However, Group #3 was unable to come to a Group solution. Focus Group#4 identified four community values, 11 issues that relate to the Chorro Area project, and nine alternative solutions. Focus Group #4 was able to develop a Group solution that is presented below: CONSENSUS: Speeds need to be slowed down Majority Report: Support the approved plan and move ahead with scheduled evaluations and any necessary design alterations (Three votes) Minority Report: Post speed limit to 25 mph , remove ALL new speed humps, remove ALL Traffic Circles and Add two (2) stop signs @ Mission and Center Streets. (One vote) Focus Group#5 identified five values, 22 issues that relate to the Chorro Area project, 30 specific ideas for making changes and two alternative strategies. Focus Group #5 was able to develop a Group solution that is presented below: ❑ Remove speed bumps and traffic circles; install three (3) stop signs at designated locations [on Chorro at Mission, Center and Peach]; install speed cam ems and institute heavy fines; install bulbouts at the Chorro-Center and ChorroMission intersections along with textured crosswalks. ❑ Landscape the entry island on Chorro Street south of Lincoln Avenue. ❑ Eliminate parking on Chorro Street and create bicycle lanes; install an alternating pattern of trees that changes per block (eg. some in center of street, some along the sides) that causes the traffic to meander. Install a stop sign on Chorro Street at Mountain View; when landscaping is done, remove the stop sign. ❑ Install eastbound right-turn lanes on Foothill Boulevard and Highland Drive at Santa Rosa ❑ Select some type of alternative traffic calming devices for Murray and Meinecke Streets; retain existing facilities until this is accomplished. Focus Group #6 identified four values, 20 issues that relate to the Chorro Area project, and 19 ideas for making changes and two alternative strategies. Focus Group #6 was able to develop a Group solution that is presented below: Proiect Related Recommendations: ❑ Keep the speed bumps; alter the speed bumps on Broad Street so that they are the same height as those on Chorro Street. ❑ Remove the traffic circles on Broad and Chorro Streets but keep the traffic circle on Meinecke Street. Council Agenda Report— Reconsideration of the Chono Area Traffic Calming Plan Paco 9 ❑ Remove the speed table at the ChorroMission Street intersection. ❑ Install the stop signs at the Chorro-Mission and Chorro-Peach Street intersection but not at the Chorro-Center Street intersection; relocate the speed bumps on Chorro both north and south of the Center Street intersection so that one is closer to Venable Street and one is near mid-block between Center and Mountain View. ❑ Install ladder-style crosswalks on Chorro Street at Meinecke Street. ❑ For the property on the northeast corner of the Meinecke-Chorry intersection, install red curls along the Meinecke frontage to improve sight distances. ❑ Take out the "Through traffic use Santa Rosa Street' signs and replace them with "Through trucks use Santa Rosa Street." ❑ Retain the curbs for the entry.islands but do not install neighborhood identification signs or speed limit signs. Long Term Recommendations: ❑ Build a Highway 1 bypass or a Foothill-to-Marsh Street connecting road ❑ Install eastbound right-tum lane on Foothill Boulevard at Santa Rosa Street. ❑ Increase police presence and enforcement. In sum, four of the six Focus Groups were able to come to a Group decision. The ranges of the recommendations for the Chorro Area (minus many of the details) is presented below: ❑ Retain the current traffic calming plan and proceed with monitoring and design changes (Group #4) ❑ Retain the traffic calming plan but evaluate the traffic circles and remove or modify as needed (Group 92). ❑ Modify the plan to eliminate two of the traffic circles and relocate some of the speed humps (Group #6). ❑ Overhaul the plan to eliminate all speed humps and traffic circles and replace with stop signs, bulb-outs, median and street-side tree plantings and electronic speed enforcement (Group #5). Public Response Line Comments. In July, the Public Works Department set up telephone number that people could call and record their comments(781-7197). Also,the telephone numbers of the Public Works Manager and Principal Transportation Planner were made available for people who preferred to talk more directly to those involved with the project. A description of all calls is attached as Exhibit B. Between July 15 and October 31, 1996, a total of 243 contacts were recorded. Table #4 on the following page organizes the comments made by the people that contacted the City into various categories and notes the number of responses for each category. l� Council Agenda Report-- Reconsideration of the Chorm Area Traffic Calming Plan page 1 fl Table#4< Lvsrtaed Rmsed by (Sbzens Via$he Chaza Area Response Ione' I!igmber Perc�te Posr6Fe Res$anses 29 1Z°lo s'e Ite§ponses I77 7310 TA of£amments . ... ..:�ltsc Z43 10U°s:; Commetuts Recer�edNambr' n eni Remove,move or reduce the number of speed humps. 65 17% Use police enforcement instead of traffic calming devices. 43 11% Chorro is a public/arterial street and is not a private street. 37 10% Put in stop signs at intersections instead of the existing humps. 36 9% Post speed limit signs with the maximum speed allowed 33 8% The traffic calming devices are ugly. 25 6% Remove the traffic circles and keep the bumps. 23 6% Dangerous/slows response time for emergency vehicles. 16 4% Too much money has been spent on the project already. 13 3% Speed humps are damaging to vehicle's suspension. 13 3% Concern for bicycle safety, street is too narrow at traffic circles. 12 3% Better timing of street lights on Santa Rosa to speed the flow of traffic. 11 3% Drivers use side streets (Almond,Lincoln,Broad)as diversions from Chorro Street creating 8 2% new problems. There are streets in town where speeding is worse of a problem (i.e. Foothill,Pacific). 6 2% Not enough studies were conducted prior to implementation. 5 1% Fix the potholes on the city's streets instead of spending money on speed humps and traffic 4 1% circles. The elderly are forced to use Santa Rosa where the flow of traffic is too fast. 3 1% There is too much congestion at the right tum from Foothill onto Santa Rosa. 3 1% Will not spend the time to shop downtown any more. 2 1% Tax Chorro Street residents as a private street so the public does not have to pay for it. 2 1% Need to go downtown more quickly. 2 1% Why reroute traffic to the most dangerous intersection in the city (Santa Rosa/Foothill)? 2 1% Post signs: RESIDENTIAL AREA,NOT A FREEWAY or SLOW,CHILDREN AT PLAY. 2 1% Other comments 23 6% Total Number of Comments 389 100% Council Agenda Report- Reconsideration of the Chonv Area Traffic Calming Plan Page 11 Community Survey Response. The Public Works Department hired Barnett Cox & Associates, a professional marketing firm, to conduct random telephone surveys of residents living (1) in the Chorro Street neighborhood, (2) in the north Foothill neighborhood (housing areas north and west of the Chorro Street area), and (3) residents living throughout the community. Between November 13th and 16th, 1996, the surveyors completed a total of 541 surveys. The structure of the survey was designed to allow the City to be 90-95% certain that the survey response reflected the attitudes and preferences of each population group. The responses to the questions are shown below. A report presenting the full results of the telephone survey is attached as Exhibit F. TABLE #5: Tabulation of Citizen Response to Telephone Survey Queshion #I: Overall,for the Traffic CalnwV Facilities installed in the C2roniv Street meq are you: QuesmNNesponse(by%) Cho= FoothN Cdywide Neighborhood Neighborhood Question Totally Satisfied 10.8 1.0 7.7 Mostly Satisfied 34.6 12.4 28.7 Mostly Dissatisfied 23.9 24.3 23.0 Totally Dissatisfied 30.8 55.9 31.1 Undecided 1.5 5.0 12.0 Unfamiliar - .5 3.8 Question #2: Considering the Speed Humps installed in the Chorro Street are% are you: Question/Response(by%) Chores FooOrio Commie ueon 2 rh Neighb000d Neighbodrood Totally Satisfied 192 5.9 10.1 Mostly Satisfied 26.9 12.4 292 Mostly Dissatisfied 23.9 21.3 19.6 Totally Dissatisfied 28.5 55.9 30.6 Undecided 2.3 3.0 11.0 Question #3: Considering the Traffic C2rcles installed on Chorro and Broad Streets, are you: Quesffon/Response(by%) Chorro FoothM Ckwide Neighborhood Neighbodrood ues on Totally Satisfied 7.7 5.9 5.3 Mostly Satisfied 22.3 12.9 15.3 Mostly Dissatisfied 25.4 17.8 24.9 Totally Dissatisfied 392 58.9 35.4 Undecided 62 5.4 19.6 Question #4: Considering the Tiiaffic Circles installed on Manecke Sired at Benton Way, are you: QuesbardResponse(by%) Choeo FoothN c4wide Neighborhood Neighborhood uesthn Totally Satisfied 11.5 5.5 3.8 Mostly Satisfied 12.3 8.9 13.4 Mostly Dissatisfied 24.6 15.8 14.8 Totally Dissatisfied 34.6 55.9 29.2 Undecided 16.9 13.4 39.2 Council Agenda Report - Reconsideration of the Chorm Asea Traffic Calming Plan Pip 12 Question S. Now I on going to read you six ideas for the Chorro Sued area After each one I want you to tell me whether you think it is a good idea or a bad idea (using a five point scale): S.A:Remove the speed humps and tr+fw ctrrles and install new stop signs on Chorro Street at the four- way intersections. QuesdonlResponse(by%) Chono FoothN Ckwide Neighbodwod Neighbodmod ues on 5= Good Idea 1 = Bad Idea Level 23.1 33.2 29.7 Level 18.5 24.8 23.9 Level 3 9.2 14.4 17.7 Level 10.8 5.9 9.6 Level 36.2 21.3 18.2 S.$ Seep a jew of the speed humps on Chorro Street between intersections, install new stop signs at jour-way udersections and remove the traffic circles: QuestioNResponse(by%) Cham FoolhN Citywide Neiglrbodrood Neighbodrood Question 5 = Good Idea 1 = Bad Idea Level s 15.4 13.8 20.1 Level 4 14.6 14.9 16.8 Level 17.7 17.8 22.0 Level 2 13.9 16.3 12.4 Level 34.6 352 23.9 5.0 butall more devices that slow tic down. Ques>mVftsponse(by%) Chorro FoathM citywide NeighbodwW Neghbodmod ueshon 5 = Good Idea 1 = Bad Idea Level 5 6.2 1.5 17.2 Level 4.6 2.5 6.2 Level 62 3.5 12.4 Level 10.8 7.9 9.6 Level 68.5 832 63.2 S.D. Leave the current speed humps and traffic circles where they are Quesbon/Response(by%) Chono Foo1hM Cdywtde Neighbodwod Neighborhood Question 5 = Good Idea 1 = Bad idea Level 20.0 6.9 8.1 Level 4 10.0 1.5 8.6 Level 8.5 6.9 16.3 Level 4.6 7.4 17.7 Level 492 77.7 48.9 /- 1� Council Agenda Report— Reconsideration of the Chorm Area Traffic Calming Plan Page 13 5+E Take out the speed hronps and tra,jfw circles and do nothing else: QuesOmMesponse(by%) Chorro FoothM c4wide Neighbodtood Neghboftod ues on 5 = Good Idea 1 = Bad Idea Level 10.0 26.7 19.1 Level 15.4 11.4 11.0 Level 3 10.8 21.8 16.8 Level 2 10.0 12.9 11.0 Level 50.0 25.3 42.1 S F. Remove the speed humps and traffic circles, install stop signs and provide periodic enforcement of the speed limit QuesdoMtesponse(by%) Chorro Foothil Citywide Neighborhood Neighborhood ues on 5 = Good Idea 1 = Bad Idea Level 262 37.6 38.3 Level 14.6 22.8 18.2 Level 3 13.9 16.3 18.7 Level 12.3 5.9 8.1 Level 1 30.0 15.8 15.3 Source: Barnett Cox & Associates (November 18, 1996) The Survey response suggests the following: ❑ Overall, dissatisfaction levels with the program are high for all three population groups, with the Foothill Neighborhood expressing the most dissatisfaction. ❑ There are high levels of dissatisfaction with the traffic circles and speed humps, with the traffic circles appearing to be the less satisfactory of the two devices. ❑ Considering options on what to do, installing more traffic calming devices (Option 5C) was not favored by any group. There was only limited support for the "status quo" option (Option 5D) or with the "do nothing" option (Option 5E),although the Foothill Neighborhood seemed to show stronger support for this option. ❑ Combining "Periodic Police Enforcement" with the installation of stop signs(Option 5F)received a higher satisfaction rating than installing only stop signs (Option 5A). ❑ From the survey response, it is not possible to tell the reasons for the satisfaction or dissatisfaction. For example,the dissatisfaction with the traffic circles may be due to engineering or aesthetic reasons or a combination of these or other factors. ❑ The survey inevitably did not cover all options that may be favored by some individuals. Nor were the options presented in detail. Staff believes that asking people to provide specific design advice is beyond the capability of a telephone or mailed survey and would require some other type of vehicle to test specific community response to an array of alternatives. -/3 Council Agenda Report— Reconsideration of the Cholno Area Tllaftic Calming Plan Pan 1d The City Public Works Department also conducted a similar survey of all Chorro Area residents and businesses. A questionnaire was mailed to approximately 693 addresses in the neighborhood with a cover letter from Mayor Settle and a stamped return envelope. The Public Works Department received 371 responses, a 54%return. Of the 371 responses, 57 or 15% were from Chorro Street addresses. Table #6 below presents the results. TABLE #6: Tabulation of Chorm Neighborhood Questionnaire Responses Question #l: For all of the facilities, I am: QuestiordResponse(by%) Total Chomp Other Neighbodrood Street Streets Question Totally Satisfied 10 5 11 Mostly Satisfied 21 21 21 Mostly Dissatisfied 18 15 19 Totally Dissatisfied 48 54 46 Undecided 1 3 1 Question #2: For the speed humps, I am: QuestioNResponse(by%) Total Chano Other Neighborhood Street Streets Question Totally Satisfied 17 18 17 Mostly Satisfied 16 18 16 Mostly Dissatisfied 14 8 15 Totally Dissatisfied 50 54 49 Undecided 0 0 3 Question #3: For the traffic circles on Chorro and Broad Streets, I am: QuestioNResponse(by%) Total Charm Other Neighborhood Street Streets Question Totally Satisfied 9 8 10 Mostly Satisfied 14 11 15 Mostly Dissatisfied 11 8 12 Totally Dissatisfied 61 66 59 Undecided 2 5 2 Question #4: For the traffic drele on Meineke Street at Benton Way, I am: QuestionlResponse(by%) Total Chorro Other Neighborhood Street Streets Question Totally Satisfied 10 8 11 Mostly Satisfied 10 10 11 Mostly Dissatisfied 9 6 10 Totally Dissatisfied 60 60 60 Undecided 8 15 7 Question S: Consider the following ideas for Chorro Street and rate each idea from 0 to 4 — with r'0" being the worst rating and "4"being the best rating. Council Agenda Report -- Reconsidenldon of the Cholm Area Traffic Calming Plan Page 15 5 A:Remove the speed humps and t>@071c circles and install new stop signs on Chomo Street at the four- way intersedions. QuesUmvResponse(by%) Total Charm Other Neighborhood Sheet Streets Quesfion 54 4= Good Idea 0 = Bad Idea Level 33 34 33 Level 3 15 16 15 Level 2 10 10 10 Level 1 9 8 9 Level 0 31 30 31 S.R Keep a few of the speed humps on Chorro Street between intersections, install new stop signs at four-way intersections and remove the traffic circles: QuesdanfResponse(by%) TOW Charm Other Neighborhood Street Streets ues on 4= Good Idea 0 = Bad Idea Level 4 17 11 18 Level 3 14 13 14 Level 2 15 15 16 Level 10 11 10 Level 0 41 48 40 5 C Install more devices that slow tic down. Quesdon/Response(by%) Total Charm Other Neighborhood Street Streets Questibn 5C 4 = Good Idea 0 = Bad Idea Level 4 9 6 10 Level 3 4 10 3 Level 2 4 6 4 Level 1 3 2 3 Level 77 75 77 S.D. Leave the crorlent speed humps and bvffic circles where they are. QuestionMesponse(by%) Total Charm Other Neghbodmod Street Streets uesbon 4 = Good Idea 0 = Bad idea Level 17 17 17 Level 3 9 9 9 Level 2 4 3 4 Level 1 5 7 5 Level 62 60 62 Council Agenda Report— Reconsideration of the Chono Area Traffic Calming Plan Pie 14; 5 E Take out the speed humps and traffic cudes and do nothing else: QuestimMesporme(by%) Total Charm Street Other Neighbodwod Streets Question SE 4 = Good Idea 0 = Bad Idea Level 4 21 22 21 Level 5 9 12 9 Level 2 8 6 9 Level 1 6 4 7 LevelO 53 55 53 S.F. Remove the speed humps and traffic circles, install stop signs and provide periodic enforcement of the speed limit Questionmesporrse(by%) Total Chorm Other NeWftdwod Street Streets Question 4= Good Idea 0 = Bad Idea Level 4 41 50 39 Leve13 13 9 14 Level 2 11 9 11 Level 1 6 7 6 LevelO 26 23 26 LO Public Works Department, November, 1996 The Survey response suggests the following: ❑ Overall, dissatisfaction levels with the program are high. The response from the Chorro Street addresses closely parallels the response from the entire area for most questions. ❑ There are high levels of dissatisfaction with the traffic circles and speed humps, with the traffic circles appearing to be the significantly less satisfactory of the two devices. ❑ Considering options on what to do, installing more traffic calming devices (Option 5C) was strongly disfavored. There was only limited support for the "status quo" option (Option 5D) or with the "do nothing" option (Option 5E). ❑ Combining"Periodic Police Enforcement" with the installation of stop signs(Option 5F)received a significantly higher satisfaction rating than installing only stop signs, by up to twenty percentage points (Option 5A). ❑ From the survey response, it is not possible to tell the reasons for the satisfaction or dissatisfaction. For example,the dissatisfaction with the traffic circles may be due to engineering or aesthetic reasons or a combination of these or other factors. Attached Exhibit G provides additional information about the survey response. The total response is sorted by individual street corridor to allow for more specific evaluation of opinions. Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan Pnao 17 —e Traffic Monitoring. Between October 7 and November 14, 1996, the Public Works staff installed traffic counters at thirteen locations throughout the Chorro Street neighborhood and on Santa Rosa Street. The counters were set at the same locations as in the Fall of 1995 before the traffic calming facilities were installed. The objective of the traffic monitoring program (Phase H of the Plan) is to determine the effect that the speed humps and traffic circles had on traffic speeds, volumes, and distribution throughout the area For a review of the monitoring data, refer to attached Exhibit E. Table #7 below and the discussion on page 11 provides a synopsis of the findings. alae#7: Ixesnits of Traffic Monib Lotatreo ..velumes(�*ri,rdles pser l)ayj{1) 1 rat8e Speeds{ ){2) Nx Before ' Auer Befgie After X88 (1bauSe ' veldetes Chono Stmt 9,428 6,758 -2,670 -28% 32.8 28.3 -14% Broad Street 2,316 2,352 +36 +1.6% 27.7 . 24.6 -11% Meinecke Street 1,981 2,093 +112 +6% 28.4 26.4 -70/o Murray Street 1,928 1,510 -418 -22% 29.6 24.8 -16% Lincoln Avenue 298 563 +265 +89% 29.8 31.2 +5% Neighborhood (1) 15,951 13,276 -2,675 -17% 29.7 27.1 -90/0 Santa Rosa Street 35,049 37,552 +2,503 +7.1% 40.2 39.8 -1% (1) Traffic volumes at all stations within the neighborhood were added together to allow a comparison between Fall 1995 and Fall 1996. For particular street corridor, volumes surveyed at various points were added together-and divided by the number of survey points to establish an "average corridor volume." (2) Traffic speeds at various locations along a specified street corridor were added together and divided by the number of survey points to determine an "average corridor speed." In response to comments made by the pubic concerning the excessive speed reduction caused by the speed humps, staff conducted speed surveys at four of the speed humps on Chorro Street. The speed at which vehicles crossed the humps was measured and the 85th percentile speed calculated. Table #8 on the following page presents the results of this analysis and indicates that the design of the speed humps on Chorro Street is achieving results in line with the experience of other communities using similar designs. Comparing the average two-way speeds for all speed hump sites (24.5 mph) with speed surveys done at free-flow traffic locations as shown on Table #7 (28.3 mph) indicates that motorists are speeding up as they drive between the humps. Council Agenda Report — Reconsideration of the Chorm Asea Traffic Calming Plan page In ' AH #S: speed of YcYnctPs 4:rosswg Spend Humps a1�; 4o>rnoXXX Location Direction of Travel 85th Percentile Speed North of Center, South of Venable North 26 mph South 26 mph 2�mph is a-ava�aveisge North of Venable, South of Mission North 25 mph South 26 mph 25 5.:mphiwe-wad average .. . North of Mission, South of West North 23 mph South 27 mph 25 mph lwa- sy average North of Murray, South of Meinecke North 21 mph South 22 mph 2I� t��vay average ..........amph tiro r�ay averages til srtes (1) Between 100 and 125 vehicles for each direction of travel were surveyed at the four speed hump locations during weekday afternoons. Conclusions. Table #7 and attached Exhibit E shows that speeds on streets and street segments with speed humps and traffic circles were reduced, that traffic volumes on Chorro Street declined significantly,traffic volumes on Lincoln Streets increased, volumes declined on Murray and one segment of Meinecke Street (west of Chorro Street), Broad Street volumes remained constant and Santa Rosa Street volumes increased -- by almost the same amount that was diverted from Chorro Street. The most significant traffic volume changes were on Chorro Street and Santa Rosa Street. Staffs analysis of traffic volumes and speeds did not attempt to make adjustments for changes caused by background increases associated with City or County growth (eg. expansion in Cal Poly enrollment). However with this limitation in mind and from the date collected, staff concludes that implementation of the Chorro Area traffic calming project has succeeded in: ❑ Significantly reducing traffic volumes and speeds on Chorro Street. ❑ Maintaining traffic levels on Broad Street at pre-project levels but reducing speed on the street south of Mission Street. ❑ Significantly reduced traffic volumes and speeds on Murray Street to the extent that volumes almost achieve the Circulation Element's standard (1,500 vehicles per day); Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan PUP ro ❑ Significantly reduced traffic volumes and speeds on Meinecke Street west of Chorro Street where the traffic circle is located. Traffic volumes on the segment of Meinecke Street east of Chorro increased slightly. This block includes commercial and institutional uses and does not have traffic calming devices. ❑ Shifting the traffic that previously used Chorro Street to Santa Rosa Street while avoiding traffic diversions(except for Lincoln Avenue)to other local or collector streets within the neighborhood. (Note: for a discussion of Lincoln Avenue see Section BA of this report.) The level of diversion of traffic to Santa Rosa Street and its potential effects on level of service were anticipated and evaluated as part of the project's initial environmental evaluation and mitigated negative declaration published in January, 1996. In conclusion, the project has come close to producing the anticipated traffic results from staffs perspective. However, it has not achieved the desired objective stipulated within the Chorro Area Traffic Calming Plan of reducing traffic volumes on Chorro Street to 5,000 vehicles per day. Even with full implementation of the adopted plan, staff believes that it is unlikely this objective is able to be fully achieved. Independent Consultant Recommendations. The Public Works Department hired Mr. Craig Neustaedter, a consulting engineer, to evaluate the plan and make recommendations for changes (report attached as Exhibit Q. Concerning the design of the project and related policy issues, Mr. Neustaedter makes twelve recommendations that are presented in Table 9 on the following page. The Consultant's second recommendation references the potential use of photo-radar equipment to record speeding motorist's license numbers and issue citations. The City's of Oakland and Riverside, California have established such a program and information is attached (Exhibit O). Feedback on Riverside's program indicates that it requires the issuance of enough speeding citations to cover the costs of administering the program (eg. the cost of a contractor to match license plates to DMV records, mailing and collection costs). Therefore, on low-volume residential streets, this type of system may not be cost effective; Riverside has discontinued its program in residential areas with low traffic volumes. The applicability of this type of technology to Chorro Street and its cost-effectiveness would require further analysis. Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan Piano 7a Table#9 Recommendations a ` Dependent Traffic Consultant 1. Intersections should continue to be monitored for collision patterns that may be the consequence of implementation of traffic calming measures. 2. Implement neighborhood speed watch or' photo radar program to control speed on Chorro Street. 3. Remove all speed humps from Chorro Street. Speed humps can be retained on cross street and Broad Street. 4. Review intersections where multi-way stop sign controls have been installed and are planned for installation. If Caltrans wan-ants are not met, multi-way stop controls should not be retained. In their place traffic circles should be considered. 5. Establish siting criteria and design standards for traffic circles on residential intersections based on the City of Seattle and PI'E recommended standards. 6. Review existing traffic circles on Chorro Street at Mountain View, Broad Street at Mt. View and Benton Way at Meinecke Avenue to determine if they met it's location criteria and design standards. 7. Reevaluate the proposed constriction of the traffic circle on Chorro Street at Rougeot Place. 8. Implement coordination of signal timing for intersection on Santa Rosa Street from Foothill Boulevard to Walnut Street. 9. Remove westbound off-ramp at eastbound on-ramp to SR 101 from Broad Street 10. Remove Chorro Street from Peach Street to Foothill Boulevard from the City's bicycle transportation plan network. 11. Develop a long-range plan to address forecasted capacity deficiencies on Santa Rosa Street. 12. Amend the City's Circulation Element programs and policies concerning neighborhood traffic management as follows: a) increase the threshold necessary to initiate a traffic management plan, b) consider the impact of the plan on the motoring public, and c) make the plan's beneficiaries responsible for the cost of plan development and implementation. 3. What Other Communities Have Done It is beyond the scope of this Agenda Report to provide an analysis of the state-of-the-art of traffic calming in the United States. However, the frequency in the use of devices such as speed humps and traffic circles is increasing and neighborhood traffic management is becoming a more wide-spread enterprise: ❑ In March, 1996, the Public Works Officers Institute conducted a three-day conference on neighborhood traffic control. The syllabus for this conference (Exhibit n is available in the City Council's Office for review and includes information from other communities about specific traffic calming devices and programs. l-� Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan page I I ❑ In 1996, the Institute of Traffic Engineers (ITE) conducted a survey of U.S and Canadian agencies. The survey results (Exhibit J) indicate that eighty agencies had installed speed humps with forty-nine of these agencies also establishing standards for their use. The same survey results indicated that fifty-one communities had installed traffic circles with sixteen establishing standards for their use. In these communities, humps and traffic circles are often used to control traffic speeds and, in some cases, manage traffic volumes. Of all the 165 agencies that responded to the survey, those in California represented 30% of the total, with more agencies installing some form of traffic calming devices that any other State in the U.S.. ❑ An article from Governing entitled "Calming Traffic" (Exhibit K) discusses the City of Phoenix Neighborhood Traffic Management Program and those of other cities and counties. In Phoenix, the City polls an entire neighborhood to ascertain support for calming facilities and the neighborhood must pay for any permanent facilities. ❑ An article from the ITE Joumal entitled "Suburban Residential Traffic Calming" (Exhibit L) discusses traffic calming in Howard County, Maryland and other cities and counties. Speed humps are limited to roadways with 3,000 vehicles per day in Howard County and 8,000 per day in Dallas, Texas. Speed tables, similar to the existing one at Chorro and Mission Street intersection, have been used on collector roads in Seminole County,Florida with traffic volumes greater than 12,000 vehicles per day. Howard Count set criteria for calming facilities as follows: The road must be primarily developed with residential uses. 85th percentile speeds must be 10 mph or more over the posted speed limit. Significant staff work is required with the community. 60% of residents must approve recommendations prior to construction. ❑ An article from Roads and Bridges entitled "City Works With Neighborhoods to Mitigate Traffic" (Exhibit NP discusses traffic management efforts in Tucson, Arizona Tucson has very concise and clear guidelines: Only local and collector streets qualify for consideration. A request for a traffic plan must be made in writing and accompanied by a petition signed by 60 of the residents. The petition is verified by the City. The City identifies a preferred neighborhood traffic management program. The City and the neighborhood jointly select the plan. Impacts on adjoining neighborhoods are identified and those groups contacted. Once all neighborhood issues have been addressed, the plan is resubmitted to residents to determine support. Assuming support is still 60%, a test period of 60 days with new facilities starts. If during the test period, support drops below 60%, the project is terminated or revised. Assuming a successful test period, the neighborhood, via various means, pays for the project. The City of San Luis Obispo is not alone in its efforts to resolve neighborhood traffic issues. Experience from other communities has shown that speed humps and traffic circles can substantially achieve the objectives of the Chorro Area Traffic Calming Plan. However,these objectives may warrant reevaluation given the community response to the project. Council Agenda Report— Reconsideration of the Chorm Area Thdric Calming Plan Rage 77 4. Other Important Issues Addressing Traffic Diversion. Table#6 shows that traffic levels increased on Lincoln Avenue east of Chorro Street by 265 cars per day. Prior to the installation of the traffic calming facilities, residents of Lincoln Avenue had been vocal in expressing their concern for their street being used as a bypass for Chorro Street. The Chorro Area Traffic Calming Plan stipulates that if, after monitoring, inappropriate changes in traffic distribution exist, they would be mitigated. Table #10 below presents before and after information about traffic volumes on Lincoln Avenue. The data shows that traffic increase on Lincoln were greater in the northbound direction than in the south but both significant in terms of increases. Staff believes that these increases are primarily caused by motorists using Lincoln (about 200 vehicles per day or less in the northbound direction)to bypass Chorro Street. Secondarily, bypass traffic moving in a southbound direction also occurs (about 73 vehicles per day or less). Thirdly, an undetermined part of the traffic increases on Lincoln Avenue may be due to cross-street residents east of Chorro Street using Lincoln Street as a preferred route where they used to use Chorro Street before the traffic calming devices were installed. Table #1Q.`Traffic >iaforRtatio ;for Lincoln Avenue,slo Moniaiir�n beef Direction of Travel Vehicles Per Day Vehicles Per Day %Change Before Project After Project Northbound 144 336 +133% Southbound 154 227 +80% Totals 298 563 +89% The after-project traffic volumes on Lincoln Avenue continue to be low compared with other streets in the neighborhood and throughout San Luis Obispo. Also, the street's traffic volume does not exceed volume standards for local streets included in the Circulation Element (1,500 vehicles per day). Therefore using the Circulation Element's standards as thresholds of significance,this particular diversion is not significant and does not warrant mitigation. However, Lincoln Avenue residents may continue to be concerned about the changed traffic environment on their street and feel that something should be done. If the Council finds that these changes are inappropriate, it should direct staff to work with Lincoln Avenue residents to pursue one or more of the following concepts: ❑ Block off Lincoln Avenue south of Montalban Street with a landscaped planter to eliminate it as a through route. ❑ Install one or more stop signs on Lincoln Avenue to reduce its attractiveness as a through route. ❑ Install a landscaped barricade across the east-northbound lane of Lincoln Avenue that would prohibit northbound motorists on Chorro Street from turning right onto Lincoln. ,zz Council Agenda Report— Reconsideration of the Chorm Area Traffic Calming Plan Pan 73 Speed Hump Design. Public Works crews constructed test speed humps at the Corporation Yard located at 25 Prado Road. The text hump was located where the approach from one direction was a downgrade and the approach from the other was a upgrade. Staff measured the speeds at which various types of vehicles drove over the "standard-height" speed hump (the same height as those installed on Chorro Street). A minimum of six passes over each hump were performed by the driver of each vehicle for a total of twelve individual speed tests. The standard Speed Radar format was used to gather enough data to calculate the critical speed utilizing a mobile Kustom HR-8 hand held Radar Unit. The standard-height speed hump was then lowered by approximately 1/2 inch and the speed surveys were repeated as before. Vehicle drivers were instructed to drive with passenger comfort, safety and vehicle wear-and-tear in mind. Various comments received by the drivers seem to indicate that the approach grades before each hump is a key element in the "comfort index" of the driver. So much so that a logical conclusion that may justify additional investigation is - uphill grades with speed humps are perceived of as being a "smoother ride" in contrast with downhill grades with speed humps that seem to cause more driver/passenger discomfort. This conclusion may be supported by the difference in crossing speeds: motorists drove 1-2 mph faster over the speed hump going downhill than they did going uphill. This speed differential is consistent with that observed on Chorro Street (reference Table #8). Table # I: tie Effect off'Speed Ramp Heigtlt >Il Crn S11mg Speeds Vehicle(s) Standard-Height(2 5/8') Modified-Height(1') %Change Crossing Speed Crossing Speed no % '92 Buick Le Sabre 18 mph 25 mph +8 +39% Chrysler Mmi-Van 13 mph 17 mph +4 +31% Plymouth Station Wagon 17 mph 19 mph +2 +12% SLOPD Sedan 29 mph 31 mph +2 +7% Engine #2 (Fire) 16 mph - - — — Engine #6 (Fire) 14 mph 17 mph +3 +21% 30' Orion Passenger Bus 8 mph 14 mph +6 +75% SLO Garbage Truck 7 mph 14 mph +7 +100% Standard UPS Truck 15 mph '73BMW Motorcycle (750cc) 34 mph 37 mph +3 +8% Ten Speed Bicycle 16 mph 16 mph NC NC Comparing the data included in Table#11 with that in Table #8 suggests that the variability of crossing speeds for the standard-height hump may be influenced by individual driver reactions and familiarity. In the evaluation of Chorro Street (Table #8), 100 to 125 motorists were surveyed approximately five Council Agenda Report— Reconsideration of the Chorro Asea Traffic Calming Plan page 74 months after the speed humps had been installed. This test resulted in an average "crossing speed" of about 25 mph with recorded downhill speeds also slightly higher at three of the four survey locations. By comparison, the crossing speed calculated under more controlled conditions at the Corporation Yard (Table #11) for passenger vehicles (averaging the speeds for the top three entries) was 16 mph. Table #11 does demonstrate, however, that lowering the speed humps is likely to result in significant increases in crossing speeds for most types of vehicles; for the top three vehicles listed in Table #11, speed increases averaged about 27%. Periodic Police Enforcement Options. Enforcement of traffic laws on Chorro Street and at other locations in San Luis Obispo has and will continue to be based on observed violations, accidents, and citizen complaints. The Police Department uses increased patrol, the "speed" trailer, warnings, and citations in ensuring compliance with traffic laws. The level and frequency of these options depends on the traffic problems in a particular location and, most importantly, the availability of resources. The Department has focused the specific resources of the Traffic Unit to monitor and enforce the changes which were made for this pilot program. This has been supplemented by resources from Patrol units as they were available. As has already been documented and discussed, these efforts dealt as much with keeping the peace as with traffic laws. Whatever modifications or eventual course of action is taken, the Department will devote available resources to enforce the applicable traffic laws. This enforcement will take place as follows. As with any new change, the Department will make this area a primary work effort. The Department would devote both Traffic and Patrol resources to monitor and enforce the laws. Based on past experience, we would expect that appropriate compliance would occur relatively quickly. Also based on past experience, there will be other locations in the community which will see an increase in traffic violations because Department resources are focused in this area At some point the Department will have to make the decision to focus on those areas. This would mean that the Chorro area would then receive routine enforcement by both Traffic and Patrol units. This cycle of "focused" and "routine" enforcement would continue based on the problems experienced and with respect to other traffic enforcement needs of the community at any given time. Differing Expectations. People feel differently about how Chorro Street and neighboring streets should be used. These differences are evident in their response to the traffic calming project. An equitable solution to the current controversy needs to acknowledge these differences, at least partially satisfy people's differing expectations, and be something that all can live with. These expectations might be broadly described as follows: ❑ Chorro Area Residents want traffic slowed down and traffic volumes reduced, if possible. They want their neighborhood to have qualities similar to quieter residential areas in San Luis Obispo. ❑ North City Residents and Commuters want to continue to use Chorro Street as a connecting route to the downtown, as it has been in the past. They resent having to slow down to accommodate the wishes of Chorro Area residents and believe that Chorro Street should be used as a traffic artery. Council Agenda Report-- Reconsideration of the Chotm Area Traffic Calming Plan Egp 7.S ❑ Community Residents at Large expect to be able to use Chorro Street as a connecting route. Their expectations may vary depending on how often they use Chorro Street and for what purpose. The less frequently they use the area's streets,the less concerned they may be with having to slow down or use alternate routes. Traffic calming projects try to alter the driving habits of motorists "cutting through" residential areas to preserve or return those areas to their original state. Obviously, this process is not without controversy and some motorists are resentful of these changes. The City Council needs to decide whether the changes made to Chorro Street and neighboring streets are worth the costs in terms of changing driving habits and settle on a solution that equitably accommodates the varying expectations of.the motoring public and area residents. G ALTERNATIVES 1. Circulation Element Policy Options. Closely related to people's differing expectations are the goals and policies contained within the adopted General Plan Circulation Element. The Circulation Element stipulates that traffic volumes and speeds should be reduced on various streets within the Chorro Street Area (see Section B.1 of this report). Implementation of adopted Chorro Area Traffic Calming Plan has shown that these objectives can be partially achieved — but not without substantial public controversy. Because of this controversy, it is appropriate for the Council to reconsider the objectives of the Circulation Element and, if warranted, initiate specific amendments. The Circulation Element describes how a street should be used by establishing its functional classification (ie. arterial, collector, local street) and setting desired maximum speed and traffic volume standards for various types of streets. The issue of how Chorro Street should be classified was thoroughly debated prior to the adoption of the 1994 Circulation Element. Many of the policy options outlined below were previously discussed by the City Council and public. Since it is important to maintain consistency between General Plan policies and projects designed to implement them, the potential impact of each policy option on the Chorro Area Traffic Calming project is also outlined below. Option A: Classify Chorro Street as a Neighborhood Arterial Street (a new classification). The maximum desired speed standard of 25 mph would be retained but the maximum traffic volume standard would be expanded. This new type of classification was initially recommended for Chorro Street in 1991 by the staff and Planning Commission as part of the Circulation Element update process. The maximum traffic volume standard,as recommended by the Planning Commission,for Neighborhood Arterial Streets would be 10,000 vehicles per day. (Staff had offered a compromise standard of 7,500 vehicles per day during the 1994 City Council discussions of these issues.) This classification would recognize the "arterial" function of Chorro Street but would also demonstrate the City's desire to modify this function to reduce neighborhood impacts and accommodate the needs of area residents. Potential Impact on Proiect: If this new policy were enacted, facilities that try and reduce traffic volumes below the new threshold could be eliminated or deferred. An example of the facilities that might be eliminated from the current plan for the area are the proposed stop signs at the three Chorro Street intersections. However, these same types of measures may be needed in the future to stop Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan Rage 26 —s traffic levels from growing beyond the policy thresholds. Efforts needed to control traffic speed would be the same as under current policies. However, traffic calming facilities have the capacity to effect both traffic volumes and speeds--as witnessed by the current project. Selectively removing some devices to enable additional traffic may also enable higher speeds. Option B: Classify Chorro Street as a Residential Arterial. The maximum desired speed standard would increase to 35 mph and there would be no maximum traffic limit. However, the Circulation Element stipulates that the "level of service" (a way of describing congestion levels) should not exceed LOS D for Residential Arterial Streets. This type of reclassification suggests that Chorro Street should fully function as a traffic-carrying artery and that traffic circulation and access goals are more important than neighborhood impact concerns. Potential Impact on PrJect Before the traffic calming facilities were installed,observation of traffic conditions on Chorro Street suggested that LOS was in the A to C range; traffic speeds measured in the Fall of 1995 (85th percentile speeds) averaged about 33 mph. Therefore, adoption of this policy would suggest the removal of all traffic calming facilities since thresholds associated with this type of street would not be exceeded. Option C. Retain Chorro Street as a Residential Collector but Adjust Standards. The maximum desired speed standard could remain at 25 mph. However, the Council could adjust the traffic volume standard to something higher than the current 5,000 vehicle per day used for this particular street corridor. For example, the Council could set the limit at the level currently achieved by the traffic calming facilities (about 7,000 vehicles per day) or at the levels experienced prior to the installation of the traffic calming devices ( about 9,500 vehicles per day). There are numerous other options for adjusting Chorro Street's traffic performance standards. For example, the City Council could establish a higher speed standard for Chorro Street (ie. 30 mph) in combination with different traffic volume standards. However, retaining the Residential Collector classification of Chorro Street suggests that neighborhood traffic impact issues are more important than issues of use of the street for cross-town connections; and residential street classifications suggest lower speed limits and traffic volume standards. Potential Impact on Project: The impact of changing speed and traffic volume standards but retaining the underlying classification as a Residential Collector would be similar to those described for Options A and B above. However, a designation as a "Collector". would signal approval of development of a Neighborhood Traffic Management Plan. As with most discussions about alternatives, there are ways of combining the three presented above to come up with hybrids: The Public Works staff will be prepared to discuss these with the City Council as needed. Staff Recommendation: Given the public debate about the use of Chorro Street and the high probability that the street will continue to function as a connecting route to the downtown, the Public Works staff recommends that the City Council initiate an amendment to the Circulation Element to reclassify Chorro Street as a Neighborhood Arterial street (Option A above) with a maximum speed standard of 25 mph and a traffic volume standard of 10,000 vehicles per day. Staff believes that this compromise position tries to accommodate the expectations of neighborhood residents and various groups l ' Council Agenda Report— Reconsideration of the Chorm Area Traffic Calming Plan Pin 77 of people that drive on Chorro Street. This recommendation recognizes the historical and current nature of Chorro Street as an Arterial, allows measures to be installed to limit traffic volumes (Chorro Street recorded 13,000 vehicles per day in 1988), and decreases noise impacts to the neighborhood (as a result of decreased speed). However, this recommendation does not eliminate the need to achieve a uniform and consistent reduction in traffic speed. Changes to the driving habits of motorists using Chorro Street will still be needed. Staff notes that any action by the City Council to initiate an amendment to the Circulation Element will be forwarded to the Planning Commission for consideration at a public hearing during Winter quarter, 1997. The Planning Commission will then forward its report and recommendations back to the City Council for final action. 2. Traffic Calming Project Alternatives. The following presents design alternatives that parallel those presented in the community and neighborhood questionnaires. An expanded description is provided for each option along with a brief evaluation. It's probably a good idea for the reader to have a copy of the Chorro Area Traffic Calming Plan handy to understand the changes proposed by each option (attached as Exhibit A). The ranee of options presented below begins with the option that suggests that more traffic calming facilities be installed(Option 1)and ends with the alternative that suggests elimination of the traffic calming facilities (Option 8). Staffs recommendation (Option 4) is included for comparison. Option 1: Install more devices that slow traffic speed. Remove: Traffic circles at the Broad-Mt. View and Chorro-Mt. View intersections Signs on Chorro that coach people to use Santa Rosa as a through route Temporary island on Chorro Street north of Foothill Speed table (the low hump) at the Chorro-Mission intersection Install: Stop signs on Broad and Chorro at Mt. View to replace the traffic circles Speed hump on Chorro at Rougeot to replace deferred traffic circle Speed hump near the Chorro-Venable intersection Stop signs on Chorro at Center, Mission, and Peach Streets Permanent entry feature on Chorro Street south of Lincoln Avenue Permanent traffic circle on Meinecke Street at Benton Way Retain: Traffic signal timing at the Foothill-Chorro intersection Traffic signal timing on Santa Rosa Street Speed humps on Murray Street Evaluation: Traffic speeds on Chorro Street would further decline due to increased number of speed control devices; traffic volumes would also likely decline. The impacts on emergency vehicles would increase with the installation of more speed humps and stop signs. Expect initial complaints of increased traffic noise from residents who live near newly-installed stop signs and those living near the new locations of speed humps. Also, through motorist's frustration with the traffic calming devices will increase. The cost of implementation is moderate with most of the expense associated with installing L"v27 Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan Em 7R a permanent entry feature on Chorro Street, traffic circle on Meinecke Street, and installing additional stop signs and speed humps. Option 2:Leave the current speed humps and traffic circles where they are; install stop signs at four-way intersection; lower the height of the speed humps. Remove: Signs on Chorro that coach people to use Santa Rosa as a through route. Temporary island on Chorro Street north of Foothill Speed table (the low hump) at the Chorro-Mission intersection. Install: Permanent entry feature on Chorro Street south of Lincoln Avenue Permanent traffic circle on Meinecke Street at Benton Way. Permanent traffic circle at the Chorro-Mt. View intersection with design modifications address bicycle safety Permanent traffic at the Broad-Mt. View intersections with design modifications to improve vehicle turning movements. Stop signs on Chorro at Center and Mission Streets. Retain: Traffic signal timing at the Foothill-Chorro intersection Traffic signal timing on Santa Rosa Street All speed humps to be lowered (maximum 2 inches high) Evaluation: All speed humps on Chorro and Broad Street (including the pre-existing humps on Broad) would be modified to provide for a more comfortable crossing. Over time traffic speeds may increase between stop controlled intersections but traffic volumes may be reduced due to interruptions in traffic flow caused by new stop signs. Staffs research into the effects of speed hump height on vehicle speeds indicates the height of the hump combined with the slope of the approach to the bump have an effect on vehicle speed(reference Exhibit L). On flat ground,lowering the speed humps by approximately 1/2" enables passenger vehicles to increase their crossing speed by 2 mph and emergency vehicles by up to 5 mph. (reference Table 8). Traffic on Broad Street might increase as it becomes a more comfortable through route. The impacts on emergency services would be similar to the current situation or slightly less. The cost of implementation would be higher than Option " due to installation of two additional permanent traffic circles. Option 3: Leave the current speed humps and traffic circles where they are. Remove: Signs on Chorro that coach people to use Santa Rosa as a through route Temporary island on Chorro Street north of Foothill Speed table (the low hump) at the Chorro-Mission intersection Install: Permanent entry feature on Chorro Street south of Lincoln Avenue Permanent traffic circle on Meinecke Street at Benton Way Permanent traffic circles at the Chorro-Mt. View and Broad-Mt. View intersections Retain: Traffic signal timing at the Foothill-Chorro intersection Traffic signal timing on Santa Rosa Street All speed humps Council Agenda Report— Reconsideration of the Chow Asea Thd is Calming Plan Pin 29 Defer. Installation of any additional stop signs Fourth traffic circle at the Chorro-Rougeot intersection Evalnation: Traffic speeds and volumes on Chorro Street would remain about what they are now. The impacts on emergency vehicles and response would remain at current levels but should not further decline since planned stop signs and a forth traffic circle on Chorro would be deferred. In the short term,through motorists will continue to be frustrated with the project but frustration may diminish with time. The cost of implementation is moderate- to high with most of the expense associated with installing a permanent entry feature on Chorro Street, and traffic circles at three locations. The design of the traffic circles on Broad and Chorro Streets could be modified to addressed bicycle safety. Option 4: Retain five of the nine speed humps on Chorro Street between intersections; retain four of the eight speed humps on Broad Street between intersections and reduce their height; install new stop signs at two four-way intersections on Chorro Street and one more on Broad Street; remove traffic circles on Broad and Chorro Streets. This option will result in Broad and Chorro Streets having the same number of stop signs and the same number and design of speed humps from Meinecke Street south. Remove: Traffic circles at the Broad-Mt. View and Chorro-Mt. View intersections Temporary islands on Chorro Street, north of Foothill Boulevard Signs on Chorro that coach people to use Santa Rosa as a through route Speed table (the low hump) at the Chorro-Mission intersection Relocate/Modify Remove: Remove two speed humps on Chorro between Murray and Mission and retain one at mid block; remove one speed hump between Mission and Center and retain one at mid-block; remove one speed hump between Center and Lincoln and retain one at mid-block. (Net result: Chorro Street would have five speed humps instead of nine.) Remove four speed humps on Broad Street just north of the Murray, Mission, Center and Lincoln Street intersections. Retain the remaining four humps at mid-block locations but modify them so that they are the same height as those on Chorro Street. Install: Stop signs on Chorro at Center and Mission Streets Stop sign on Broad at Murray Street Permanent entry feature on Chorro Street south of Lincoln Avenue Permanent traffic circle on Meinecke Street at Benton Way Retain: Traffic signal timing at the Foothill-Chorro intersection Traffic signal timing on Santa Rosa Street Speed humps on Murray Street Evaluation: Traffic speeds on Chorro Street will slightly increase between the stop controlled intersections due to the wider spacing of the speed humps; however, these increases may be partially offset by the installation of the stop signs. Traffic volumes may also slightly increase but should remain within the recommended Neighborhood Arterial standard. The impacts on emergency vehicles would be reduced to the extent that four fewer speed humps would have to be traversed on either Chorro or Broad Streets and Broad Street's humps would be less severe. The Fire Chief has stated that the reduced /-c29 Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan Pawn 3t1 number and design of speed humps is acceptable although a lower design height would be preferable. Expect initial complaints of increased traffic noise from residents who live near newly-installed stop signs. Through motorists will feel some frustration with the number of stop signs on Chorro and the level of stop compliance may incrementally decrease. The permanent entry feature on Chorro Street would act as a gentle reminder that Chorro Street passes through a neighborhood. The permanent traffic circle on Meinecke Street would act to decrease "Broad to Chorro" cut-through traffic (especially truck traffic) and would be appropriate for this low volume road The cost of implementation is low to moderate with most of the expense associated with installing a permanent entry feature on Chorro Street,traffic circle on Meinecke Street,and removing and installing speed humps at new locations. Option 5: Remove all speed humps and traffic circles and install new stop signs on Chorro Street at the four-way intersections. Remove: Speed humps on Chorro Street All Speed humps on Broad Street Traffic circles on Broad and Chorro Temporary island on Chorro Street north of Foothill Traffic signs on Chorro that coach through traffic to use Santa Rosa Street Speed table (the low hump) at the Chorro-Mission intersection Install: Stop signs on Chorro Street at Mission and Center Streets Stop signs on Broad Street at Murray Street Permanent entry feature on Chorro Street south of Lincoln Avenue Permanent traffic circle on Meinecke Street at Benton Way Retain: Traffic signal timing at the Foothill-Chorro intersection Traffic signal timing on Santa Rosa Street Speed humps on Murray Street Evaluation: Traffic speeds on Chorro Street would likely increase between the stop controlled intersections; traffic volumes may also increase. The impacts on emergency vehicles would be reduced although increased congestion at stop-controlled intersections could delay response. Expect noise and traffic complaints from residents who live near stop signs. Also, through motorists will feel some frustration with the number of stop signs on Chorro and the level of stop compliance may incrementally decrease. The cost of implementation is low with most of the expense associated with installing a permanent entry feature on Chorro Street and a traffic circle on Meinecke Street. The installation of speed humps on Broad Street in 1983 caused an increase in traffic on Chorro Street. By removing the humps and installing the same number of stop signs on Broad as on Chorro, the two streets would have an equal status as far as attracting traffic. Traffic volumes on Broad Street would increase (including truck traffic) and may exceed the Circulation Element's standard for Residential Collector streets (3,000 vehicles per day compared with current traffic levels of 2,500 vehicles per day). Alternative Circulation Element standards for Broad Street(eg. Residential Arterial as recommended for Chorro Street) could be considered, however. f Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan Page it — Option 6: Eliminate all speed humps on Chorro and the traffic circles on Chorro and Broad; install stop signs,bulb-outs,medians and street-side tree plantings,bike lanes, and electronic speed enforcement. Remove: Speed humps on Chorro Street Traffic circles on Chorro and Broad Streets Curb parking along Chorro Street Install: Bicycle lanes on Chorro Street Stop signs on Chorro at Mission, Center and Peach Streets Speed cameras and automatic ticketing program for Chorro Street Bulbouts at the Chorro-Center and Chorro-Mission intersections with textured crosswalks. Landscaping in the entry island on Chorro Street south of Lincoln Avenue. Alternating pattern of trees that changes per block (eg. some in center of street, some along the sides within the existing parking lane) that causes the traffic to meander. Permanent traffic circle on Meinecke Street Retain: Speed humps on Broad and Murray Streets Traffic signal timing at the Foothill-Chorro intersection Traffic signal timing on Santa Rosa Street Evaluation: This option incorporates many of the elements recommended by Focus Group #5. Traffic speeds on Chorro Street may be reduced by installing the combination of stop signs, bulb outs and shifting the center line of the street from block to block by the planting trees within the roadway (within the existing parking lanes and in center medians). The effect of this strategy on traffic speeds is unknown at this time. Continuous medians would reduce access to properties fronting Chorro Street. The safety of pedestrian crossings would be improved by the installation of the bulbouts and textured crosswalks at targeted intersections. Removal of parking and installation of bike lanes may raise objections from Chorro Street residents but would support the goals of the adopted Bicycle Transportation Plan. The use of cameras to automatically enforce the speed limit would require additional research to determine its legality. If determined legal, the use of cameras would likely be limited to enforcing the 85th percentile speeds -- speeds that are reflective of the driving conditions created by the proposed traffic calming devices. Under these circumstances, automatic speed enforcement would be redundant with the proposed physical facilities. Depending on the precise design of the system, a meandering street should not impede emergency vehicle access. Compared with other options, additional trees and landscaped bulbouts would improve the aesthetics of the Chorro Street corridor. Compared with other options, implementation costs will be very high with most of the expense associated with the construction of a meandering street alignment with median and roadside landscaping and bulb outs. Option 7: Remove the speed humps and traffic circles, install stop signs and provide periodic enforcement of the speed limit. Evaluation: The facilities to be removed, installed and retained and their impacts would be the same as for Option 1. Periodic enforcement of the speed limit may reduce the number of motorists driving at 'sl Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan Page 32 excessive speeds (eg. 15% of the motoring public) but would not lower the "ambient" speed of Chorro Street to 25 mph. Enforcement activities would need to be ongoing given the ever-changing nature of the City's population. The cost of this item in the short-term would be low to moderate depending on the level of periodic enforcement. Cost of police enforcement could become an ongoing operating cost and would be moderate to high depending on the scope of these services.. Option 8: Take out the speed humps and traffic circles and use photo radar to deter speed. Remove: All facilities installed after February 20, 1996 Retain: Traffic signal timing at the Foothill-Chorro intersection Traffic signal timing on Santa Rosa Street Defer. Installation of any additional stop signs Fourth traffic circle at the Chorro-Rougeot intersection Evaluation: Traffic volumes within the Chorro Street area would assume their"pre-project" levels. Over time, traffic volumes may increase. Traffic speeds would be dependant upon the effectiveness of the photo radar system. Should the local courts uphold violations issued by the system, speed reductions should correspondingly occur. Short-term impacts on emergency services would be eliminated. Current Circulation Element objectives of slowing traffic and reducing traffic volumes would not be met. The cost of removing the existing facilities would be low. The cost of the of the radar unit(s) is moderate. Staff Recommendation: Staff believes that Option#2 reflects a balance between the goal of reducing traffic speeds and traffic volumes, the public's use of Chorro and Broad Streets as a connecting route to the downtown, and the use of Chorro Street as an response route for emergency vehicles. We believe that this recommendation is consistent with the recommended reclassification of Chorro Street as a Neighborhood A Aerial route. 3. Facilities Recommended for Retention. Staff is recommending that the interim traffic circle at the Benton/Meinecke intersection be constructed permanently. The post monitoring data suggests that the interim facility has slowed traffic speeds on that particular block of Meinecke Street by about 14% (from 28 to 24 mph). The primary issue before final installation is scheduled would be that the design of the circle be modified to more easily accommodate trucks serving the immediate surroundings that are presently unable to negotiate the left turns from all directions at the intersection. Also, the design of a permanent facility such as this needs to include attractive landscape elements that complement the residential setting. It is evident that even the interim use of plastic pylons and painted white tires were not well-received and will definitely not be used as part of the permanent facility. Also recommended by staff to be retained are the three speed humps on Murray Street. It is apparent from the post-project monitoring data that these facilities have reduced traffic speeds by an average of 16% and have reduced traffic volumes to the Circulation Element's standard for Residential Local streets (1,500 vehicles per day). Since there are alternative routes to accomodate through traffic and traffic volumes are generally low, these three speed humps can be deemed a reasonable method for achieving Council Agenda Report— Reconsideration of the Chorro Area Traffic Calming Plan Pug sx reductions in consistant with the city's current Circulation Element objectives. D. NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM GUIDELINES As revealed by the length of this agenda report and the attention and acrimony surrounding the implementation of the Chorro Street Traffic Calming Plan, a better way must be found to create and implement these plans and Circulation Element policies. As shown on Exhibits I through L, different cities and counties have adopted various criteria and methodologies. The City of San Luis Obispo needs a formal set of guidelines that provide direction to staff and community residents on roles and responsibilities, anticipated outcomes, notification requirements, consensus building and requiredlevels of suppoit, financial responsibilities, and other related topics. Staff Recommendation: The City Council should direct staff to conduct a comprehensive review of guidelines and criteria for establishing and implementing a neighborhood traffic management program and return with recommendations prior to July 1, 1997. E. CONCURRENCES The City Fire and Police Departments have independently reviewed the current traffic calming project. Memoranda from Police Captain Chelquist and Fire Chief Neumann that include comments are attached as Exhibit N. The Police Department has indicated that the traffic calming facilities have not significantly affected its response times into or through the area However,the conflict between those who favor the project and those who do not has caused some additional workload. The Department further indicates that no increase in vehicle maintenance is attributable to the calming devices. The Police Department concludes that it has experienced no problems with the calming devices themselves. "The devices were designed to slow and reduce traffic in the area and, to that end, they have been successful." The Fire Department has indicated that: ❑ The traffic calming facilities have increased response times to the Chorro Street area by 1 minute, 15 seconds to 1 minute, 30 seconds. The Department states that "It is important to note though, that we still meet minimum response standards throughout the neighborhood." ❑ The Fire Department has noticed a significant increase in traffic on Santa Rosa Street and that this congestion is affecting its response times to all areas served via this route by Fire Station #2. However, the department has no way of measuring these impacts. 0 The Department has not been able to directly attribute additional maintenance requirements to our vehicles due to the calming devices. However, this does not mean that maintenance has not been affected. The Fire Department's memorandum concludes that "... we believe that the current bumps are too severe and placed too frequently. The islands are problematic, however, we believe that an acceptable design standard can be worked out." 1-33 Council Agenda Report— Reconsideration of the Chores Area Traffic Calming Plan &a id F. FISCAL ENACT For purposes of analysis, staff assumed that of the total of$130,000 earmarked by the 1995-97 Financial Plan for traffic calming programs, that $25,000 of that amount has been expended so far for the Chorro Street project, leaving approximately $105,000 eligible to be used for implementing this project. While the 1995-97 Financial Plan includes funds to support installation costs, no existing policy addresses on- going maintenance costs. As previously mentioned in Section B.1, before-permanent facilities can be installed,the Plan (Phase N) requires the City Council establish a funding strategy to cover on-going maintenance. Optional strategies may include contributions from residents, City support of the costs, or funding from a combination of sources. As discussed in the February 20, 1996 Council Agenda Report, staff estimates that contract landscapers would charge between $75 and$100 per month to maintain the permanent traffic circles and entry islands called for by the adopted plan. The cost of maintaining the facilities called for by staffs recommended Option #2 should be somewhat less than that amount since three fewer traffic circles and one less entry island would be installed. If the City Council supports project Option #2 as outlined by staff, the ballpark costs shown on Table 912 are associated with full implementation. These estimates assume that the City will hire a contractor to install the major facilities with City crews responsible for removal of existing temporary facilities (traffic circles), modifying the speed humps on Broad Street, restriping, and sign installation. In general, Option 92 would be significantly less expensive to build and maintain than the adopted plan since only one traffic circle and one entry feature would be provided (vs. four traffic circles and two entry features). All of the cost estimates shown below are subject to validation via the competitive bid process. Table # 2:^ BaU CQsis for�astalhng Pro +Croat item F.cmate Remove eight speed humps and one speed table $31000 and reinstall two humps at different locations Install traffic circle on Meinecke Street at $30,000 Benton Way with curbs and landscaping. Install entry feature on Chorro Street south of $35,000 Lincoln Avenue with curbs, landscaping, and neighborhood identification-speed limit signage Design Services (if needed) $5,000 Total Estimate $731,000 Council Agenda Report— Reconsideration of the Chomp Area T mffic Calming Plan Pin 3G ATTACHMENTS Exhibit A: Adopted Chorro Area Traffic Calming Plan Exhibit B: Listing of al Chorro Area Response Line Comments Exhibit C: Evaluation Report Prepared by Mr. Craig Neustaedter, Consulting Engineer (PE, AICP) Exhibit D: Results of Focus Group Meetings Exhibit E: Traffic Monitoring Data (Fall, 1996) Exhibit F: Telephone Survey Response (Barnett Cox & Associates, November, 1996) Exhibit G: Chorro Street Area Questionnaire Response (November, 1996) Exhibit H: City Council Agenda Report, February 20, 1996 (in Council Reading File) Exhibit I: Neighborhood Traffic Control, Public Works Officers Institute, March, 1996 (in Council Reading File) Exhibit J: Neighborhood Traffic Management Survey, ITE District 6 Technical Chair, 1996 Exhibit K: Calming Traffic. Governing, August, 1996 Exhibit L: Suburban Residential Traffic Control. ITE Journal, September, 1995 Exhibit M: City Works With Neighborhoods to Mitigate Traffic. Roads and Bridges, July, 1996. Exhibit N: Memoranda from Fire Chief Neumann and Police Captain Chelquist. Exhibit O: Oakland's Photo Radar Speed Enforcement Program 1 3� y_ EXHIBIT A THE CHORRO AREA NEIGHBORHOOD TRAFFIC CALMING PLAN (February, 1996) THE CHORRO AREA NEIGHBORHOOD TRAFFIC CALMING PLAN INTRODUCTION Almost three years ago, Chorro Area residents organized an effort to save their neighborhood. For many years speeding motorists and high levels of non-neighborhood traffic had been degrading their quality of life, and the problem was getting worse. This plan is the first tangible step towards reclaiming their neighborhood. The plan's overall goal is to improve the quality of life for Chorro Area residents by slowing traffic and discouraging through traffic from using residential streets. This goal is consistent with San Luis Obispo's adopted General Plan Circulation Element. On September 6, 1995, the residents sponsored a neighborhood workshop to solicit public comments. A questionnaire was also distributed to area households. A design committee was formed to review all comments and prepare a draft plan. A draft plan was completed and mailed to area households along with a questionnaire. On November 1. 1995, a second workshop was held and about 50 people attended. Based on the comments and suggestions made at this workshop, the design committee revised the draft plan and submitted it to the Community Development Department for an evaluation of its environmental impacts. On February 20, 1996, the City Council held a public hearing to consider the plan submitted by the design committee. After receiving public comment and discussing various design options, the Council adopted this document (Resolution 8498, 1996 series). APPLICATION Goals, objectives, standards and projects described in this plan apply to streets shown within the dark line drawn on the Chorro Area Map. GOAL Improve the quality of life in the Chorro Area by achieving and maintaining the General Plan Circulation Element's standards for traffic speed and volume for all streets. OBJECTIVES ❑ Immediately reduce traffic speed on Chorro Street to 25 mph (40.2 kph) or less and maintain this standard. Maintain traffic speeds of 25 mph (40.2 kph) on Broad Street. ❑ Over time, reduce traffic volumes on Chorro Street to 5,000 vehicles per day, and on Murray and Meinecke Streets to 1,500 vehicles per day for each street and maintain these levels ❑ Do.not allow traffic volumes to exceed standards set by the Circulation Element for any street within the Chorro Area. ❑ Monitor the compliance of all streets within and adjoining the Chorro Area with Circulation Element's standards for traffic speed, volume and congestion levels. ��7 roonmt aro ' office a •LC. _ ..... �� commercial 25 '°"® PL i �'"^ �`• Study Boundary QI 6tisting Stop icy,_ � A�:. &;ti1New Stop ..:;f:..•: sting Bump New Speed Hump N.CHottROLute GEiAAtGE RLAMY ate. • New Traffic Circle _•` ar >t ti i t' S = TRAFFIC C JM 1.2 Q � eros THE CHORRO AREA NEIGHBORHOOD TRAFFIC CALMING STUDY AREA l-38 PLAN IMPLEMENTATION (See map for approximate locations of facilities) The plan retains all existing stop signs and speed humps within the Chorro Area, except the speed hump at Chorro and Mission, which will be removed in 1996. The plan for new facilities is described below and on the accompanying map. The map also shows existing speed humps and stop signs on Broad and Chorro Streets to give a better overall picture of traffic control within the neighborhood. Cross street stop signs, although not shown, remain in place. START. City. Council approval in February 1996. PHASE I complete by June 1, 1996 A. Speed humps: Install without pylons on Chorro,Broad and Murray, approximately where shown on the neighborhood map (see H on map). B. Traffic circles: install test facilities (see 1 on map) with temporary pylons at: ■ Chorro at Mountain View ■ Chorro at Rougeot ■ Broad at Mt. View ■ Meinecke at Benton C. At North Ciwrro and Foothill: ■ Re-stripe North Chorro St. to eliminate the southbound left-tum-only lane (see diagram on map) and add bike lane striping. ■ Increase the green light time for Foothill traffic vs. Chorro green light time. D. At Gwrro and Lincoln: ■ Re-stripe Chorro to shorten the northbound left-tum-only lane and install a test "entry" island with temporary pylons (see 41 on map). E. Advisory signs: Install signs on Foothill and on Chorro near Peach advising through traffic and trucks to use Santa Rosa Ave. F. Santa Rosa signal timing from Walnut to Pismo: Synchronize City traffic signals to provide smooth flow for Santa Rosa traffic and draw drivers off of Chorro. G. Pylons: Remove temporary pylons from the speed table at Chorro and Mission. PHASE II: June through October, 1996 A. Monitor traffic speed and volume on neighborhood streets. B. Adjust facilities as appropriate using reserved funds to correct all undesirable traffic redistributions. C. Review the effects of the installed traffic calming facilities on fire service and vehicle maintenance and take corrective actions as needed. PHASE III: complete by December 1, 1996 A. 25 mph: speed limit: Install new speed limit signs on Chorro. B. Curbs and interim landscaping. Install permanent curbs and interim landscaping at the Lincoln "entry" island and all traffic circles. Remove unnecessary pylons. C. Stop signs: Install new stop signs on Chorro at Mission, Center and Peach Streets. D. Existing speed hump: Remove the speed hump at Chorro and Mission. t-3� PHASE IV: February through May, 1997 A. Monitor traffic speed and volume on neighborhood streets. B. Adjust facilities as appropriate using reserved funds to correct all undesirable traffic redistributions. C. Review the effects of the installed traffic calming facilities on fire service and vehicle maintenance and take corrective actions as needed. D. Estimate the cost of maintaining permanent traffic calming facilities, evaluate funding options, and establish a strategy for paying for long-term maintenance. PHASE V: complete by July 1, 1997 A. Permanent landscaping. Install traffic circle landscaping. B. Erby feature: Install neighborhood entry feature and permanent landscaping within the Lincoln St. island and the Rougeot traffic circle see #2 on map).. C. Evaluate Chorro stop signs: If the traffic volume on Chorro has not been reduced by at least 25%, evaluate replacing the Chorro St. stop signs at Mission and Center with traffic circles. PHASE VIL by December 1, 1997 A. Future measures: Evaluate speed and volume of neighborhood traffic. Implement additional measures to correct undesirable traffic redistributions. STANDARDS ■ The 25 mph (40.2 kph) speed objective means that 85% of motorists will not exceed this speed. ■ New speed humps installed on Chorro and Broad Street will be 12 feet (3.66 m) long and 2-5/8 inches (6.67 cm) high. Speed humps installed on other streets shall be 12 feet (3.66 m) long and 3 to 4 inches (7.62 to 10.16 cm) high. Advance warning of speed humps should be provided by pavement markings only, not signs. ■ Traffic circles shall maintain a clear travel way of 20 feet (6.10 m) between the apex of a curb radius at an intersection and the edge of the circle. ■ Limit lines or "stop bars" will be installed at all stop-controlled intersections to provide a clear area for pedestrian crossing. ■ Ladder style crosswalks will be installed and maintained on cross streets at intersections with traffic circles and on Chorro Street at Murray Street to clearly define the pedestrian crossing area ■ Interim landscaping in traffic circles and entry islands will be placed in portable planters that do not require cutting the street surface: Interim and permanent landscaping will be maintained by . the City. ■ Amendments to this plan may be initiated by any person and shall be considered by the City Council at a public hearing no more than twice a year. All applications for amendment shall require notice of all property owners and tenants within the Chorro Area. An application fee shall be charged that covers the cost of notice and staff time. 61 `ll FOR MORE INFORMATION This plan was prepared by residents of the Chorro Area neighborhood and published by the San Luis Obispo Public Works Department. For more information contact the Department at 955 Morro Street, San Luis Obispo, CA 93401, telephone (805)781-7210. j- 7 � i x EXHIBIT .B Listing of Chorro Area Response Line Comments (July 15 to October. 31 , =1996) CHORRO STREET HOTLINE OCTOBER 31, 1996 OCT 18, 1996. TERRY SANVILE REFERRING A CALL FROM NANCY. RESIDENT OF NORTH CITY. SHE ALMOST HIT A BICYCLIST ON CHORRO. NOT ENOUGH ROOM ON THE STREET FOR SAFETY. ISSUE WON'T GO AWAY UNTIL THE BUMPS ARE REMOVED BARBARA MONTEGUE WANTS TO VOICE HER DISAPPROVAL AT THE DE- BEAUTIFICATION OF OUR CITY BY THE HUMPS AND CIRCLES. THE CIRCLES SEEM TO HAVE NO BENEFIT WHATSOEVER. IF THE PROBLEM IS TOO MUCH TRAFFIC ON CHORRO, A POLICE CAR COULD BE STATIONED AT THAT AREA FOR SEVERAL WEEKS TO DISCOURAGE SPEEDERS. THIS WOULD COST LESS THAN THE HOTLINE. TERRY S. REFERRING A CALL FROM MARK ROBERTS. 594-1911 HE LIVES ON CHORRO ST. AND IS IN SUPPORT OF THE HUMPS. HE FEELS THEY ARE SLOWING TRAFFIC AND HOPES THE CITY WILL LEAVE THEM IN. HE BELIEVES PEOPLE THAT AGAINST WOULD JUST SLOW DOWN THEY WOULDN'T BE SO BAD TO GO OVER. HE SUPPORTS THEM. JAN VIDALIN 541-4267 65 CHUPEROSA DR. SLO SHE THINKS THE BUMPS ARE UGLY AND ANNOYING. THE AREAS WHERE THE DUCKS ARE LOOKS REALLY BAD. THINKS IT WOULD BE EASIER TO HAVE STOP SIGNS. WOULD SOLVE THE PROBLEM AND WOULDN'T BE SO UGLY. TERRY S. REFERRING A CALL FROM PHIL LORE. HE'S OPPOSED TO THE BUMPS. 10-22-96 FOOTHILL RESIDENT SHE FEELS BUMPS ARE DANGEROUS BECAUSE OF REDUCED RESPONSE TIME FOR PD AND FIRE. 10-22-96 TERRY S. JIM PHERSON. MOVED TO 133 CHORRO ST. IN MAY. THE HUMPS WERE ALREADY IN PLACE. HE DOESN'T LIKE THEM AND HE WANTED TO KNOW WHAT WAS TO BE DONE ABOUT THEM. TERRY EXPLAINED. 10-22-96 BLYTHE COLTER 544-3153 HATES THE BUMPS. RESENTS THE CITY SPENDING THE MONEY AND FEELS THAT STOP SIGNS WOULD HAVE WORKED BETTER. WANTS THEM OUT. TERRY S. JANICE MUNINGA HIGHLAND AND PATRICIA. PEOPLE ARE ANGRY ABOUT HUMPS AND SHE'S SEEN A LOT OF CLOSE ACCIDENTS. FEELS HMPS AND CIRCLES ARE UGLY AND THEY SHOULD GO. FEELS RESIDENTS SHOULD JUST LIVE WITH THE TRAFFIC. JAMES PHERSON SAYS THE PROTEST ARE KEEPING HIM UP. THIS WAS ORGANIZED. IT'S CRAZY. HE CALLED THE PD AND THEY WON'T DO ANYTHING ABOUT IT. HE WANTS THE CITY TO DO SOMETHING ABOUT IT. NOV— 1-96 FRI 2:04 PM CORPOAeTION. YARD FAX NO. 80r 5429868 P. 1 Marcia Godsmer Will be attending the meeting on Oct 22, 1996. She is against the bumps. Janice Manenga Thinks the bumps are an eye sore and an hindrance to our city, Says to get rid of them! Carol Pierce644 800 demo to the demoLives on Mission off of Chorro.. She believes that we should get back democratic process and the majority should rule. She wonders why 20-30 people get their way when some 50-55,000 people are unhappy with it. The general consensus is that It cost way to much, it benefits only a few, it discourages people from being polite because their unhappy with the few getting their way. Several people have wondered how all this expense happened when 4 stop signs could have been more effect. 2 on Mission and 2 on Center. That would have left a stop on every other street. People will stop at a stop sign, they won't stop at a speed bump. Very few will slow down at a bump. This wasn't considered. The majority should rule, not a few. Will try to make the Dec. 10 meeting. Catherine Long on Rancho Dr. She delivers flowers to the downtown area. She can't use Chorro St. because the bumps cause the flowers to fall over. Feels it's too inconvenient to use Santa Rosa St. Feels it's difficult to delivery of fragile goods to neighborhood residents: i.e: birthday cake. The survey, that Doty Williams mentioned, should not be anonymous. We should get Cal Poly student's opinions. She hasn't heard anything about it. Should put something In the Mustang Daily. She feels that what's been done on Chorro will set a precedent for other SLO neighborhoods within the City and is concerned a bout that. Feels more police enforcement. Oct. 23 Unny Menon io1 Tassalara Dr. Wants circle and humps removed. Afraid surrounding neighborhoods will want them. Feels they were a waste of tax dollars. That Santa Rosa is an unacceptable alternative to Chorro St. The will of the majority should prevail and they should be removed. Oct 23, 1996 Pam Nenendal 544-5581 Lives OR Dartmouth Ave. Uses Chorro quite often. Thinks the bumps are horrible and they look awful. She just wants to voice her objections. Cindy Griffin Resident of SLO in Foothill neighborhood. She's strongly opposed to the speed bumps. She's attended 2 City Council meetings so far and intend to come to the Dec. 10 meeting. Wants them taken out and not replaced with anything. If they do need to be replaced with something, please replace with 1 or 2 stop signs critically placed at Broad and Chorro. She doesn't think that anything needs to be replaced.544-0154 Bert Rassmansun Foothill area resident Wants some accident information. Didn't leave a number. Greg Bartter 541-4940 Finds the bumps highly annoying. Other measures don't bother him quite as much. Thinks they represent a covert agenda to re-route traffic on one of the few ways to get past the freeway in this city. Thinks they're punitive instead of innovative. They seek to change behavior by making it difficult to do the undesirable behavior rather than provide a better alternative. Feels they're a threat to public safety, to both Fire and Ambulance. Has witnessed an ambulance going over bumps and would hate to be a patient travelling in the back. Feels they are a bandaid on a larger problem that you can't do something to Chorro without affecting Santa Rose and Broad. 0:O+euPsleEmiMS.t bhort 101 �-�f3 CHORRO ST. HOTLINE 10-17-96 Terry Sanville, referring a call from Rita Marechi Wondering how she could distribute petition info to the city council. He referred her to the City Clerk's office. She expressed the concern that the few people that live on Chorro shouldn't be able to dictate programs that adversely affect the majority of community members, mainly the traffic calming. Oct 11, 1996 Teresa Perry 528-1563 She supports the traffic calming on Chorro. Says it doesn't impact her life that much and she feels that we need to be good neighbors and work with the residents if we want to use their street. Vince Marechi 237 Los Cerros Dr. (Could this be the husband of the 1st woman) Wants to register his strong disapproval of the bumps and circles on Chorro St. He will be sending letters and hopes to be placed on any mailing lists for any future mailings, regarding any meetings that would be taking place for the continuation of the Chorro St. He finds it ironic that we're using tax dollars to build parking structures to attract people to the downtown and then we're taking an entire section of the City and making it more difficult to reach the downtown while using their tax dollars to do so. This doesn't make sense to me. There are a number of us that are strongly opposed to it and I hope that our voices will be heard. Karen Covell 544-7799 Thinks that the use of speed bumps on Chorro and Broad are an elites use of our tax dollars. It infuriates her that we spend money on these things rather than on police officers to check the speed. She feels the use of the officers time in trying to quell the Poly students on Thurs., Friday, and Sat. nights is where most of their time is spent instead of protecting the entire city. I don't think that the use of the speed bumps is fair because it only solves part of the problem, it doesn't address the whole issue. I would welcome any calls and my vote it totally against them and if I could I would take a jackhammer to them myself. g:pwadmin\chor1017 C� Or c1'" � CHORRO HOTLINE OCTOBER 1 - 29 1996 Mrs. Thompson, 260 Lincoln, 544-7464 - As I told Mr. Sanville, I am upset because this has no doubt created a problem on Lincoln where I live. The measures that have been taken may have helped Chorro Street, but have been ruinous to our street and I really resent it. I'm angry and upset. Larry Peterson, 694 Stanford Drive, 543-4491 - Am responding to article in the paper to indicate I am still not happy about the Chorro Street calming. I think it is an imposition on people who are accustomed to using that street and I am sick and tired of going down Chorro. There are too many cars and I just would like to have that street open for use so we can go downtown again. The street repairs you are making I appreciate, but don't quite understand some of them that are being done, but that's beside the point. Highland Drive and a few others need a little more attention than they are getting. But as far as Chorro, I sure hope we have a shot at getting that put back to how it ought to be -- something that would be more desireable than the existing conditions. I appreciate the opportunity to express an opinion. LeAnna O'Daniel, 570 AI-Hil - I called the day after you put the bumps in, and am calling again to make sure the City doesn't resurface with the bumps in tact, because then it will cause more problems when you undo them. I was told by Allen Settle that it is an experimental program; I think it stinks. I've also been told it's going to cause damage to my car to drive over them, so don't make it a permanent fixture! It's not like it's s private road, and that's what it feels like it's been treated. It's the direction I want to travel to town. I've tried Santa Rosa -- have almost gotten rear-ended when I came off the freeway onto Santa Rosa north-bound because the traffic gets backed up all the way around the corner, causing a real danger. By diverting more traffic to Santa Rosa, you have created a traffic hazard there. I'd really like some kind of feedback on that. Thank you. Mr. Atre, 544-0200 - I am not a resident of Chorro Street neighborhood, but I do use the street and I'm totally in favor of what the city has done. Additionally, I'd recommend to install a stop sign at each corner. I do appreciate the concern of the neighborhood and the value of the properties there. I think the city's response to needs on Santa Rosa needs to be better: traffic regulated, syncronized lights, etc. In any case, this is in favor of the traffic calming on Chorro Street. This happens in some rural neighborhoods. I appreciate what the City has done. Steve Hicks, 10 LaEntrada, 544-7536 - Giving you my negative comments regarding the traffic calming ideas. I think that it was wrong to make the decision that Chorro Street is not a major way to get to town-- it IS a major way to town. Putting bumps there only frustrates people and actually congests the other ways of getting to town which are crowded enough. I do think you should control the speed by speed limits, and there are automated ways to give tickets for speeding, with photography technology, etc. But putting bumps in the middle of the street just wears and tears on people's cars and it wears and tears on people's physiology. It's just extremely uncomforatble going that way and I don't like it at all. I mean, what's the next thing — put them on Ramona because 1 take Ramona instead of Foothill? I mean you could say that about any residential street in town almost — that people take it instead of a more crowded thoroughfare sometimes. But Chorro is a major thoroughfare — that's just my feelings on it. Thank you. Bye bye. (Bicyclist) - As a bicyclist, it's hard to negotiate the traffic calming devices on Chorro, especially the circles; it puts me out in the traffic lane which is dangerous and I don't feel comfortable; mainly the traffic constriction -- the cars are so close to me and if you are up against a truck with big mirrors, it's really hazardous. I think it should be eliminated so there's more room for riding bicycles. )ate: Fri, 27 Sep 1996 13 :43 :28 -0400 ?rom: TSslo@aol.com Po: ipsloclk@slonet.org 3u�^4ect : Chorro Street social engineering �ledse remove the tires and bumps on Chorro Street. They are going to cause tremendous friction between the majority of tax paying citizens of the City ind the small number of residents of the area. !ou already have transfered the traffic to Lincoln Street. . . &o CHORRO ST. HOTLINE SEPTEMBER 20, 1996 Al Cablay forwarded the following calls to the hotline: 6-19-96. Tom Smith 1415 Morro. 5445705 He says that the NB Chorro at Foothill, we should take out the right tum only storage lane and make that a left tum or through because of the student traffic that helps back that up and folks aren't able to make a right on Foothill. Shirley on Foothill. 7-16-96..Represents a community group on Foothill and says that the traffic calming improvements weren't necessary and that the people that live there should have known that the speed was high and that there was a lot of traffic on Chorro. Gina Halfmaster 7-16-96 544-5096 Ramona St. The speed humps are effective at slowing the cars down but it makes it a hazardous route to take and would like to see some of them removed, not all,just some. Hal Scherkart 7-15-96 543-4485 Because he now uses Santa Rosa it takes 2 cycles lengths for him to get thru the intersections. Feels that the signals need to be optimized. Mrs. Rubb Stanford Dr. 7-15-96 544-1486 She would like to see humps removed. They are a lousy idea and we need to hire a cop. Anonymous 162 Ramona 7-15-96 This is a juvenile approach to reducing speeds. Has safety concerns for response time for Fire and calming improvements ignore the NW part of the town as far as their circulation needs. Genie and Doyle Rutledge 7-15-96 544-8355 Stop signs are better, speed humps are dangerous. Larry Peterson 7-15-96 Stanford Dr. 543-4491 Says Dave Romero is a better expert than the person that had designed the traffic calming. Says people in the Foothill area don't have good circulation to get downtown and that $65,000 is too much to spend on one part of the community and we should have used stop signs which are cheaper. Polline High 278 Marlene Dr. 541-3598 7-17-96 Speed humps are very sharp, make her nauseated. Feels that Chorro is a thoroughfare and a secondary route to Foothill is needed other than Santa Rosa and that is why Chorro is used. It should be kept as an arterial and the humps and circles need to be removed. Anonymous_7-17-96 Speed humps need to be removed. Amy White 563 Stanford 546-0247 Circles are ugly and stop signs would do better. Chorro St. has always been a thoroughfare and that the circles are too much and combination is offensive. Gene Wright Mill and Chorro Supports improvements can walk down Chorro safely. Daryll Kuhns. 7-16-96 Stop sign are all that is needed. Harold Brohman 7-16-96 324 Foothill 543-6954 Has lived here since 1953. Thinks additions PD enforcement would take care of it Jerry Minz Santa Rosa Signal timing needs to be better in order for it to be used more than Chorro. Peggy and Gordon Young 541-1147 Its very inconvenient to use Chorro because of humps and circles. Larry-Dana St. Left tum channelizing on Chorro, on Lincoln for 101 is irritable and because of this the delays are too long for turning left off of Lincoln to get onto 101. Anonymous-Los Osos. Doesn't like the calming devices. Wastes time and money they should be removed and money used for cops. Pam and Mark Roberts 473 Chorro. 594-1911 Likes the improvements but needs to make a no parking area in front of their house. Jeff Wagner 216 Chorro. Hates the honking horns and is in favor of the improvements. Marla-Laguna Lake area 7-25-96 Calming improvements are the ugliest things she's seen and that they don't make sense and they are dangerous. Doesn't have a problem with the humps but needs to be less of them. Don Smith 543-1343 7-25-96 Chorm is an excellent experiment and it is manageable and tolerable. Helen Zaoli 543 Cerro Romauldo 541-3779 Feels that Chorro speeds were there for a long time, residents should have known. Take out the humps and circles. Mike Sykes 112 Cerro Romauldo Long time residents. Feels that stop signs and increase enforcement would have been better than the calming. Ralph Fishburne 541-1931 The Chorro St. improvements are too much. Stop signs would be better. C.W. Furlman 543-6218 8-96 Brian Gilberti 594-0406 Calming bad idea, replace with stop signs. Susan 543-3772 Questioned the need for improvements. Please monitor effects at night also. Doris Bryan 32 Chorro 543-0732 8-7-96 Humps not needed. Speed limit signs and stop. signs will do. Father Ciccinaro He would like to see a change on Chorro St. and it needs to be looked at longer. Bill Gledin 282 Chorro Notified of the focus group meetings. Wants to know when they meet. Feels there's another solution but doesn't have answer but would like to participate. Marjorie Cass 371 Jaycee Dr. 7-22-96 Wheel alignment was knocked out of balance because of the humps. Resents the design. Anonymous Los Osos These are not calming devices they are irritating devices. Mike Bryan Thurman Lincoln St. 543-5500 8-22-96 Fire station#2 is using Lincoln Ave. and the CDF has also increased their response time due to increased traffic on Santa Rosa. Mike Lacy 8-27-96 965 West St. 543-4701 Redirected traffic to West and Lincoln is happening because of Chorro St. 8-29-96 Music and Art for Youths in SLO PO Box 13752 541-4456 Serious traffic hazardous at Chorro and Foothill because of what we had done. David Williamson 144 Patricia 9-9-96 Thinks that calming should be removed. When he lived in Menlo Park they did the same thing and they had to come out. Thinks proper enforcement would do the trick. Thinks that residents should have realized that Chorro allows access to downtown. Terry Sanville referring call from Richie Ray Walker Expressed disfavor with calming, visual effects, pollution, design. Feels that it is stupid city has done this. The following calls are from citizens: Jolene Johnson 265 Westmont Ave. 543-5953 She's lived in the Foothill area for 35 years. Says Chorro St. is overkill. Wonders how Fire and PD let them do it. Thinks lowering speed limit from 30 to 25. Actually Chorro is 25 mph from Foothill to Highland then on the other side to Broad is 25. Why was it kept at 30 and not lowered to 25. Perhaps put in another stop sign in the middle of Chorro and then police the area. It would be cheaper. Sharon Sitz 1120 Romauldo Was at City Council 1st of Aug. Thinks they need to take out the calming devices. They are dangerous and thinks the city is headed for a lawsuit. They are setting a precident over town. Will see you at the council meeting when it goes on the agenda. Anonymous This is the worst action the city has ever taken. Everyone would like decreased traffic on their street. Why does a small neighborhood get preferential treatment. Why does the city spend $65,000-$70,000 on them when I thought the city was short of money? We all pay a bill to maintain streets but now the city says only a few people that live on that street can use it. Maybe the next step would be to put a police officer there and people would have to prove they live there. Will the city now install this on all the streets if someone request it? Where will all the money come from? Part of the problem stems from all the humps on broad. They are disappointed in the councils actions. Wants the humps removed. �-sv Bob Dugliamelli 263 Almond St 5447435 Says bumps are sending traffic on other areas. People in a hurry are taking other routes which normally wouldn't get used. What are you doing about those complaints. If you would like to respond to him, call him. Joel Peterson Tank Farm area. Just had the pleasure of using Chorro. St. Has lived in this area for a number of years and can't believe the city spent their money in such a way, He finds it embarrassing taking friends on that side of town. Should be interesting now that school is starting. Wise up and figure out the right way to handle things. 1-6l CHORRO ST. HOTLINE SEPTEMBER 5, 1996 I 'm not sure if you've read TT article of Aug. 29 regarding Santa Rosa St. and I would like to see a follow up article of why it is if we have 2 intersections with the greatest amount of traffic accidents in SLO why do we want to divert another several thousand cars through those intersections? I just think the city might want to consider that when adding more things on Chorro to divert traffic onto Santa Rosa. As I said once again, to 2 of the most dangerous intersections in SLO. I want to comment on the traffic calming and I appreciate the fact that you're trying to get input from the public. I have lived in the Foothill area for the last 22 years and I 'm not pleased. I think that it's not a calming issue obviously from the response that you're getting. What really bothers me is the potential for accidents with bicycle riders. The fact that I don't think the speed has been changed at all on Chorro and after reading today's paper regarding Santa Rosa and Foothill and trying to put the lights in sequence, that's a horribly dangerous intersection and I can't imagine that we would want to move more traffic into that intersection. I appreciate that you're trying to get input from the public but I don't think we need 4 more months of input and I hope that you're getting the message that this is not a calming effect. Terry Sanville referring a call from 699 Patricia Dr. calling about Chorro St. He feels the police should simply focus on reducing the speed of cars in the area. Charlotte Green. Says the traffic calming devices have slowed the traffic down, but doesn't want to see them landscaped. Says they've done what they were suppose to do and please don't spend anymore money. We can use that money in other parts of town. We sure don't need to enhance that area, it's purposeful the way it is. Diane Smith. Calling about Chorro. Thinks traffic calming is ugly and it causes problems with people's cars. She doesn't use it much but her friend travels it daily and was stopped by a bunch of people yesterday because she took a side street. She thinks the city should do something with the other streets that are in bad shape. She uses Pacific St. a lot and she wishes we would put some stop signs on Garden and Nipomo. That would make it a lot easier. If you're going to have stop signs, why not have them all the way up. I hope you get rid of them. CIFURRO EVILI E SEFJ EER 51 3.996 ML FE IPS, CERRO RMAMM - Says he has previously left a message on the hotline, and just wants to add a thought to it. He lives on the Certo Romauldo Speedway, where students regularly violate the 25 mph. Men he recently observed a patrolman writing up a ticket there for a speeder, he asked the officer why that can't be the enforcement on Chorro — just be real conspicuous, write lots of tickets and that would get everyone's att atio ,. His older car just takes a beating from these humps — he never drove over 30 mph, so really resents this. He read Chief Neuman's caments about the negative effects the speed bumps represent for the Fire Dept. Wonders why Chief Gardiner is not making any oannents. Also the candidates for City Council in today's T-T — no one made any reference to it. Again, he urges more conspicuous enforcement/ticket writing by the P.D. �s3 60 CHORRO HOTLINE AUGUST 22 - 28, 1996 1 just want to voice a concern on the Chorro Street bumps. They absolutely do not make sense. They are dangerous and now when people try to take alternate routes, I understand people on Almond Street are stopping traffic. I hope we can go back and put in stop signs and be done with it. I do object to the bumps on Chorro Street. I recently had eye surgery and I have a bad back. Even slowing down you feel the motion and I don't know what people do who are trying to get to hospitals or doctor appointments. It moves things around in cars and there's one real close to a stop sign which doesn't make sense. I would rather see a stop sign at every block, than these bumps. It's not good for cars and I'm opposed to this. Thank you. How long are we going to keep the jokes going on Chorro Street? I thought they would be gone by now. I live on the north side of town and have for 30 years. The whole thing could have been solved by some extra stop signs. The amount of money, the inconvenience, and it's what's getting everybody crazy. It's the bumps. It's not the matter of slowing down or any of the other parts of it. It's simply a matter of the bumps. They spill coffee, they jiggle the groceries, they break the glass, they do everything under the sun. But worst of all, they are bad for your car and anybody you have riding that is elderly with a back problem. None of us mind slowing down. It's gotten so bad now that we have people on side streets stopping you and telling you you have no right to ride on their streets because it's a neighborhood street. It's our way of going to the downtown, we who live on the north side of town, and this kind of of attitude ("it's our street, it's not yours, and you can't ride on it"), etc. has got to stop before it spreads in this city. We've already seen it up here with "parking districts", but if it gets that bad, I'm going to make a district on Foothill to get soundbarriers erected so they don't interfere with the residences. I mean it's gotten so bad that we can hardly bear it. If people are so interested in doing this at their neighborhood with our money, they should form a district and be taxed $65,000 for this exercise in stupidity. It's just insane. I've waited months before I called, because I've been so steamed over it, but it doesn't seem to help and this better not last much longer. Thank you. (Call transferred from Keith Opalewski) My comments are that it is kind of overkill, the number of speed bumps that were put in on Chorro and Broad Streets and the amount of money the city has spent on it. I know there are a lot of other streets in town that need the work. Also, I have children that go to preschool on Foothill, and I know there are two preschools on Foothill and I'd like to know why the speed limit there is 40 mph and how you can justify putting all /-5y' the speed bumps on Chorro. I think the preschools should take a little priority. If someone would like to call me, my name is BATTINA, 541-8340. Thank you. DIANE SMITH - Regarding the goodies on Chorro Street, I don't travel it a whole lot but I do think it has made the street look very ugly and it hinders traffic a lot and is bad on people's cars. I have a friend who travels it every day and she was stopped because she took a side street. I would rather that the city would do something with some of the streets that are in bad shape. I use Pacific Street -- I wish they'd put a few stop signs for traffic on Garden and on Nipomo -- that would make it a lot easier. If you are going to have stop signs you may as well have them all the way up. I hope this helps and I hope they get rid of them. Thank you. JOHN PETERSON - I drive the Chorro Street Debacle, so obviously I'm not in favor of your solutions to the problem, and I think you should figure it out because it is not a good situation. In particular, my suggestion would be to put in a couple more stop signs. The upkeep and maintenance of the speed bumps, the painting, I think are far more severe in cost, to placing two stop signs, maybe twice on that street. The access streets — the people are all pissed off there too. So you've got a Pandora's Box, and that's my comment. Terry Sanville referring e-mail on-line from KATHY PETERSON - If the whole purpose of the traffic calming was to slow traffic down, then why don't we post speed limit signs prominently along Chorro Street and other streets in the neighborhood? The current signs are mostly visible. If the other part of the program is to keep people from driving down those streets, "get real !" She owns a house on Tassajara that she purchased in 1970. She's concerned about the amount of time it adds to get from her house to Mission Plaza via Santa Rosa, as opposed to Chorro Street, and also about the environmetnal impact differences 'between the 2 trips. She questions whether anyone has tried to go around the traffic circles at the top of Benton and turn left without running over anything in the street. I bank at MidState Banik on Chorro Street and I just really think it's totally ridiculous to have those bumps there. People are completely ignoring the bumps, going the same speed as before the bumps were installed, and it's obviously not doing any good. People are getting irritated and more upset with them, and you are going to have more problems with people being upset than with people speeding. I used to live on Chorro Street and it was not that bad. The speed limit was obeyed when I lived there and I don't think there's as many violations now. That's my opinion. Today is Monday and I don't know how often you listen to this, but I think everyone of you down in the planning department ought to get out and drive Santa Rosa Street %_rl today with the bridge half shut down and then try to go Chorro Street with all the bumps. This is not safe, it's ridiculous, it's poor planning, and something needs to be done. The last time we went to City Council, Settle called it the Chorro Street Experiment -- well, it's time to discontinue experimenting with the taxpayers money. And he said something would be done in November after the students come back and we got their opinions. Well, the students don't pay taxes -- the people that live here pay the taxes. I would like to see something done before elections come up so I know who to vote. Thank you. Terry Sanville referring call from anonymous woman who says she spoke at City Council meeting on August 22, expressing some of her concerns about the Chorro Street traffic calming. She feels there are safety concerns on Chorro now that the traffic circles and road bumps have been installed. She's used Santa Rosa as an alternate route and doesn't like it. She believes that the people who live within the Chorro area also do not like it; she had people visiting her who live within the Chorro area and they are getting tired of hearing the cars go over the road humps. She feels something should be done before the elections. She feels the elections would make an excellent opportunity for people to let their voices be heard as to how they feel about this project. /-Sb -� -=7 C, CHORRO STREET HOTLINE 8-14-96 MADELINE THOMPSON..LINCOLN ST. I'M VERY MUCH IN FAVOR OF SLOWING TRAFFIC DOWN ON CHORRO ST. I'D LIKE TO SEE TRAFFIC COMING FROM DOWNTOWN DIVERTED, SIMILAR TO WHAT THEY DID AT SANTA BARBARA AND OSOS ST. SO THAT THE TRAFFIC IS CHANNELED ONTO SANTA ROSA ST. I'M NOT PARTICULARLY IN LOVE WITH THE SPEED BUMPS. I THINK THE FIRST SPEED BUMP THEY PUT IN, AT MISSION AND CHORRO, WAS PREFERABLE. I'M VERY MUCH IN FAVOR OF SLOWING DOWN THE TRAFFIC AND DOING AS MUCH AS POSSIBLE TO KEEP THE NEIGHBORHOOD FOR THE RESIDENTS, IT IS MUCH EASIER NOW TO GET ACROSS CHORRO, GET TO THE MAILBOX, TO NST BE ABLE TO WALK IN THE NEIGHBORHOOD AND FEEL SAFE. ALSO, I HOPE THEY WILL KEEP WHAT THEY HAVE OR IMPROVE IT, BUT NOT GO BACK TO THE WAY IT WAS BEFORE. THANK YOU *****HELENE FINGER 473 WOODBRIDGE ST. 93401 SHE WOULD LIKE TO BE NOTIFIED OF THE CITY'S PUBLIC MEETING ON'THE EVALUATION OF THE CHORRO ST. CALMING.. FEELS THE CALMING IS FOR CARS, BUT IT DISCOURAGES BICYCLE USAGE ON THE ROAD BECAUSE IT'S DIFFICULT TO BE RIDING OVER THE HUMPS AND IT FORCES YOU TO SLOW DOWN. DOESN'T THINK THAT THAT IS A VERY GOOD MEANS OF SLOWING DOWN THE TRAFFIC AND IT DISCOURAGES ALTERNATE MEANS OF TRANSPORTATION. IF THERE'S A PROBLEM WITH PEOPLE GOING TOO FAST THEN THE POLICE SHOULD BE OUT THERE GIVING OUT SOME TICKETS AND SHE GUARANTEES THAT PEOPLE WILL SLOW DOWN IF THEY GET A COUPLE OF TICKETS UNDER THEIR BELT. SHE HAS A YOUNG BABY AND HAS TO GO VERY, VERY SLOW, ALMOST STOP, TO GO OVER THE BUMPS TO NOT DISTURB THE BABY. DOESN'T THINK THAT'S A VERY GOOD SITUATION E=R- ITS PUNISHING, AGAIN, THE PEOPLE THAT AREN'T SPEEDING IN THE FIRST PLACE, AND THE PEOPLE THAT ARE SPEEDING ARE THE PEOPLE THAT ARE JUST GOING TO SPEED OVER THE BUMPS ANYWAY. THEY SEE THE DIVERSION AS A SLALOM COURSE AND THEY GO AS FAST AS THEY CAN THROUGH IT, MEANWHILE THE LAW ABIDING CITIZENS WITH FAMILIES ARE FORCED TO GO 5 MILES AN HOUR SO THEY DON'T DISTURB THEIR YOUNG CHILDREN. JIM ROFFMAN 225 LA CANADA DR, SLO, 93405 HE LIKES, VERY MUCH, THE CALMING BUMPS AND THINKS THAT THEY ARE DOING A GOOD JOB OF SLOWING AND DIVERTING TRAFFIC. HE THINK WHATS NEEDED IS TO TIME THE LIGHTS ON SANTA ROSA TO ENCOURAGE THEM TO USE SANTA ROSA. SO WHATEVER THAT TAKES, GETTING WITH THE STATE TO WORK IT OUT TO IMPROVE FLOW THERE, HE THINK THAT'S THE NEXT STEP. JANELLE SCHM TT, 54 BENTON WAY 782-9113. THINKS THE HUMPS ARE GREAT ON CHORRO ST. LIVES BY THE TRAFFIC CIRCLE ON MEINEKE AND BENTON WAY AND THINKS IT WOULD BE GREAT IF YOU GOT RID OF THE CIRCLE AND PUT BUMPS IN THERE CAUSE THE BUMPS SLOW PEOPLE DOWN MUCH BETTER THAN THE CIRCLE. RIGHT NOW PEOPLE NST ZOOM OVER THE CIRCLE AND THE TIRES ARE ALL BEAT UP AND ITS KIND OF AN UNSIGHTLY AREA AND THE BUMPS SEEM TO BE LESS UNSIGHTLY AND WORK MORE EFFECTIVELY. SOME OF THE PEOPLE ARE GOING OUT CHORRO ST. AND TURNING RIGHT ON LINCOLN AND PICKING UP CHORRO AGAIN. YESTERDAY THE CALLER DID THAT AND 2 CARS PASSED THEM ON THE LEFT ON LINCOLN. THE CALLER SAID THEY WERE TRAVELING AT A SAFE SPEED. THE CARS CAME OUT AT THE SAME PLACE THEY DID AND WERE RACING EACH OTHER. NST WANTED TO TELL YOU THAT THERE ARE A LOT OF PEOPLE NOT TRAVELING CHORRO BECAUSE OF THE BUMPS AND THAT THEY'RE NOW TAKING THE OTHER STREETS AND CAUSING A PROBLEM WITH THE OTHERS ON LINCOLN. NST WANTED TO LET YOU KNOW THAT AND THAT THE BUMPS SHOULD BE TAKEN OUT IMMEDIATELY. THANK YOU ROBERT FISHBURNE...IT IS A HAZARD RIDING BICYCLES THROUGH THE TRAFFIC CIRCLE WHEN THERE IS ANY TRAFFIC. THERE'S NO ROOM FOR BICYCLISTS AND FOR A CITY THAT SPENT $500,000 TO RESTRIPE STREETS AND A LOT OF STAFF. TIME WORKING ON BICYCLE SAFETY, THIS HAS REDUCED THAT SAFETY. 2ND POINT IS FOR AESTHETICS, WHICH SLO PRIDES ITSELF IN. THESE REFLECTOR THINGS AND THE TIRES GET LOOKING SHABBY VERY QUICKLY AND THE AESTHETICS OF THE CITY ARE NOT ENHANCED. ITS ALSO EVIDENT THAT THE SPACE IN BETWEEN THEM IS NOT CLEANED AS WELL AS THE ROAD AROUND IT AND THEY COLLECT DEBRIS. 3RD ITEM. IF THERE IS ANYBODY THAT IS ADVERSELY AFFECTED BY THE DECREASED RESPONSE TIME OF THE FIRE OR 911, THEN THE CITY IS AT INCREASED RISK OF LIABILITY EVEN THOUGH IT IS ONLY 1 1/2 TO 3 MINUTES OF INCREASED RESPONSE TIME, I WOULDN'T WANT TO LIVE UNDER THOSE CONDITIONS. THE CITY IS LIABLE FOR THAT IF SOMEONE DOESN'T MAKE IT. SETTING A COP THERE FULLTHME WITH RADAR OR AT LEAST A GOOD PART OF THE TIME, WOULD SLOW EVERYBODY DOWN AND WOULD POSSIBLY PAY HIS WAY AND THAT WOULD HINDER THE AESTHETICS OF THE AREA OR CREATE HALF AS MUCH ANGER AS ALL OF THIS HAS FOR THE POPULATION. MR. GRAY, 491 HILL ST. SLO, 546-8191. JUST RETURNED FROM ONE OF MANY SHOPPING TRIPS FROM HER HOUSE TO FOOTHILL, ABOUT A DISTANCE OF 6 BLOCKS. ON THAT 6 BLOCKS ARE 4 STOP SIGNS, 7 SPEED BUMPS AND NO SPEED LIMIT SIGNS, A TRAFFIC CIRCLE, THAT SHE DOESN'T REALLY /Sg UNDERSTAND HOW IT WORKS, TIRES AND POSTS (PYLONS), SHE CANT FIGURE OUT THEIR PURPOSE EITHER. FEELS THAT IS A BIT TOO MUCH FOR A STREET WHERE THE TRAFFIC ALREADY HAD SPEED BUMPS AND WHERE PEOPLE WERE MAINTAINING A FAIRLY LOW SPEED ANYWAY BECAUSE OF THE . BUMPS THAT WERE ALREADY THERE. WOULD LIKE TO SEE IT GO BACK TO THE WAY IT WAS WHICH WAS WORKING PERFECTLY FINE. THANKS HALEY LANDIS, 20 YEAR RESIDENT OF NORTH SIDE OF SLO, 541-2719. WANTS TO COMMENT ABOUT TRAFFIC CALMING. FEELS THAT THEY ARE DANGEROUS FOR THE EMERGENCY VEHICLES AND THAT THE SPEED SHOULD BE ENFORCED WITHOUT THE USE OF THE BUMPS. FEELS THAT IF THEY WOULD PUT STOP SIGNS AT MISSION AND CENTER THAT IT WOULD SLOW THE TRAFFIC DOWN ENOUGH THAT THEY WOULDNT NEED THE BUMPS. SHE'S EXPERIENCED THAT PEOPLE BEHIND HER WANT TO GO FASTER THAN SHE DOES AND FEELS THAT IT'S DANGEROUS. SAYS THAT IT IS A THOROUGHFARE TO TOWN AND HAS BEEN FOR A LONG TIME NOW AND SHE THINKS IT SHOULD REMAIN THAT WAY. IF THIS WOULD HAPPEN IN ADDITION TO THE STOP SIGNS, AND THE SPEED ENFORCED, THAT THIS WOULD SOLVE THE PROBLEM. IF THE CIRCLES REMAIN ON MEINEKE ST, I BELIEVE THAT THE NO PARKING ZONE AT 748 MEINEKE IS NOT LONG ENOUGH. A VEHICLE OFTEN PARKS THERE THAT SHE FEELS IS HAZARDOUS TO THOSE DRIVING WITHIN THE SPEED LIMIT IN THAT LOCATION. CATHY LOPER, 266 LUNETA DIL 543-7408. THEY'VE LIVED HERE SINCE 1955. WOULD LIKE CITY COUNCIL TO RECONSIDER THE BUMPS. THEY DONT UNDERSTAND WHY STOP SIGNS WEREN'T USED FIRST TO TRY TO SLOW TRAFFIC DOWN, AND THEY HAVEN'T OBSERVED TRAFFIC SPEEDING DOWN CHORRO ALL THIS TIME, THERE'S VERY LITTLE SPEEDING GOING ON. THEY CANT UNDERSTAND HAVING THE BUMPS BETWEEN MOUNTAIN VIEW AND LINCOLN WHEN THERE'S A CIRCLE AND A STOP SIGN ON EITHER SIDE. IT NST SEEMS LIKE A GREAT WASTE OF TAXPAYERS MONEY AND SHE WOULD LIKE TO KNOW WHAT THE COST WOULD BE FOR RADAR AND CAMERAS TO BE PLACED AT ALL THOSE SITES. IT'S VERY IRRITATING TO ALL OF THEM OUT THERE AND THEY ARE GOING TO TRY TO DO SOMETHING ABOUT IT. TERRY SANVHI.E.. REFERRING A CALL FROM ANONYMOUS CALLER, TUES. THEY FELT THAT CHORRO ST. HAS BEEN AN ARTERIAL STREET FOR SOME TIME AND SHOULD CONTINUE THAT WAY. WITH INSTALLATION OF THE HUMPS AND CIRCLES IT'S NOT VERY BIKE FRIENDLY ANYMORE AND THE CITY SHOULD LOOK TO OTHER WAYS TO CONTROL THE TRAFFIC SPEED. HUMPS 1-39 SHOULD BE REMOVED AND USE OF THE RADAR TRAILER, THAT IDENTIFIES HOW FAST PEOPLE ARE GOING, WITH REGARDS TO THE SPEED LIMIT, IS AN APPROPRIATE MEANS OF SLOWING PEOPLE DOWN. FEELS IT COULD BE HOOKED TO VIDEO CAMERAS THAT WOULD ENABLE AUTOMATIC TICKETING OF PEOPLE DRIVING FAST OR THE PD SHOULD PROVIDE MORE ENFORCEMENT ALONG THE STREET. TERRY SANVILLE. REFERRING A CALL FROM ANONYMOUS CALLER, LIVING IN THE FOOTHILL AREA. HE DRIVES AN OLDER TRUCK DOWN CHORRO ON A DAILY BASIS AND FEELS THAT THE HUMPS ARE DAMAGING HIS SUSPENSION AND THE SHOCKS ARE LOOSE AND HE KEEPS HAVING TO TIGHTEN THEM HE FEELS THAT CARS ARE BACKING UP BEHIND HIM BECAUSE HE HAS TO GO SLOW AND THAT CHORRO IS HIS MAIN ACCESS TO DOWNTOWN AND WILL CONTINUE TO USE IT. WISHES THE HUMPS WOULD GO AWAY AND FEELS THAT THE CITY IS LIABLE FOR DAMAGE TO VEHICLES THAT ARE USING CHORRO. FEELS THAT THE MONEY USED ON THE HUMPS WOULD BE BETTER USED TO FIX POTHOLES TO BENEFIT EVERYONE IN TOWN. FEELS HUMPS INFRINGE ON HIS FREEDOM TO USE ANY STREET IN TOWN, HE'S CONCERNED THAT PEOPLE GOING TO CAL POLY AND PEOPLE HAULING HORSE TRAILERS UP CHORRO WILL HAVE TRAILERS COME OFF THE HITCH. THINKS THE TRAFFIC CIRCLES ARE UGLY AND FEELS THAT IT WILL BE A PROBLEM WITH FIRE AND P.D. HE FEELS THAT SLO IS A COLLEGE TOWN AND PEOPLE SHOULD REALIZE THAT THEY'RE GOING TO HAVE TO PUT UP WITH THE STUDENTS AND THEIR TRAFFIC BEHAVIORS. PEOPLE FROM L.A. ARE COMING UP HERE AND CAUSING THE PROBLEMS. MAYBE LESS HUMPS WOULD BE OK. THEY'RE REALLY AGGRAVATING TO HIM 10MM AND DAN PINETTA AUG 8, 1996. IN FAVOR OF CALMING AND THINKS IT'S A GOOD IDEA IN TERMS OF PUBLIC SAFETY. THEY WORK IN TOWN AND USE CHORRO A LOT AND WANT TO VOICE THEIR SUPPORT OF THIS PROJECT AND FUTURE ONES. THINKS IT DOES A LOT TO ENHANCE THE NEIGHBORHOODS AND AREAS TO KEEP THEM SAFER TO PEDESTRIANS AND BICYCLISTS. WOULD LIKE TO SEE THEM BE MORE AESTHETIC. THAT'S THE ONLY NEGATIVE THING. INCREASED SAFETY AND KEEPING PEOPLE AT SLOWER SPEEDS IN RESIDENTIAL AREAS OVERRIDES THE ASCETIC PART. THEY VERY MUCH SUPPORT IT. GRACE WARTEN 543-0768 REGARDING THE SPEED BUMPS. SHE'S DISCOVERED THE PERFECT SOLUTION; DON'T GO DOWNTOWN TO SHOP! ONE DOESN'T REALLY NEED TO ANYMORE, WITH LAGUNA VILLAGE, MADONNA PLAZA & CENTRAL COAST PLAZA. WE HAVE BANKS, GROCERIES, DRUGSTORES AND SINCE I'M NOT GOING DOWNTOWN I GO TO PISMO BEACH. I FOUND THAT THEY HAVE EXCELLENT RESTAURANTS, K-MART, FESTIVAL THEATERS, NST DOWN THE ROAD, FACTORY OUTLET STORES. IF THE TRAFFIC LIGHTS WERE STAGGERED ON SANTA ROSA ST. SO THAT YOU WOULDN'T GET A RED LIGHT AT EVERY SINGLE CORNER IT MIGHT MAKE PEOPLE USE SANTA ROSA. ITS SO CROWDED wrm HWY I AND EVERYTHING THAT MY SOLUTION IS THAT I NST DONT GO DOWNTOWN ANYMORE. THEY DON'T NEED ME ANYWAY. G/PWADMMICHOR014 5 /�lo! r' CHORRO HOTLINE August 12 - 19, 1996 BETTY JO PARSONS, 848 VENABLE- Gets very angry every time she leaves her house because has no way out except over bumps. It is also very scarey to see how some people speed up to see how fast they can go thru the obstacle course. Can't imagine who dreamed up all the inconvenience of those bumps, especially those obstances to mar the beauty of our city. Thanks. Calling regarding Chorro Street speed calming. Lives on the south side of town by the Arbors, so has need to go thru town north quite oftten. The problem city has created is that the speed is reduced now from 30 mph down to 15 or 20, as well as causing damage to cars as you go thru. Doesn't know what effect this would have on emergency vehicles that have to get down to that area; would guess that it would be a hindrance . Is opposed to speed bumps, opposed to the residents there causing harm to vehicles. The alternative, which is Santa Rosa Street, is a nightmare because it is loaded with tourists. The traffic signals are not timed. They could be timed. If they were timed and speed were at 35 mph, you could post a sign "these signals are timed for 35 mph" and you would get a great deal of compliance. But the problem with Santa Rosa is that you have so many businesses on the street and so much traffic turning. Even with a timed light, you are still going to have a lot of congestion going thru town. Thinks Chorro is a neighborhood traffic lane at 30 mph and you should enforce the speed limit with a traffic cop. Virtually any street, Holme(?) Street, the other side of Chorro, are examples of residential streets. There's South Street, High Street, any number of streets that have this same calming effect -- Broad Street going south out of downtown. Thinks it's unfair for this group of residents to impact the flow of traffic to this degree. Understands they want to live in a residential neighborhood but this was a double yellow lane street before a majority of them moved in. Carol Tangemann, one of the primary movers in the traffic calming, used to live off South Higuera in that development behind the trailer park, so she lived in a residential neighborhood and she had that opportunity to remain there. She now lives on Chorro and wants to impact everyone there. That's wrong. Would like to see them removed, as well as the traffic circles. Thinks the traffic circle idea overall is a dumb idea. JULIE PAXTON, 457 Broad, 545-9110 - Her address is one house from the corner at Mountain View. In the beginning she was neither opposed nor for this project. It wasn't really a concern of hers. However, these are the observations she has made. The traffic there does a couple of things to them at her house. She's been almost rear-ended several times trying to pull into her driveway because she can't swing out enough to do that quickly, so has to almost come to a complete stop at the end of her driveway, and people have had to slam on their brakes behind her. Also, it pushes the cars very close to the sidewalk and a car has been hit, which was parked in front of her house. So it is very dangerous for them to get out of their cars and have their cars be parked right in front of their house because the traffic is pushed over so far to the right. Another observation regarding the traffic circles is that it seems to only slow down people who are unfamiliar with the area. They seem to be a little confused about the traffic circles. If people are familiar with it, they treat it like a slalom course and speed through. Has noticed many many many near accidents at the traffic circle where someone thinks it's a 4-way stop and they either pulled out in front of someone and they didn't have the right-of-way, or someone stopped when they do have the . right-of-way. Many near accidents there. And the next comment regards a situation when she needed to take someone to the emergency room from her house and it was quite a treacherous ride from here to the hospital, because of the many speed bumps. It made it a slow going process. Her passenger was in pain going over all these bumps; she is also concerned if anybody in this neighborhood needs ambulance service, how much time they would take off their access trip to and from the scene. Those are her comments. JOSEPH JOHNSON, 200 Lincoln, 544-2086 - Very much in favor of the slowing down of traffic on Chorro Street by using whatever means is possible. Liked the original bumps the best -- the ones right now are just okay. But is in favor of slowing the traffic down on Chorro and thinks it's a thing we should continue doing. Thank you very much. ROB CONNELLY, 59 South Tassajara, 549-0364 - Wants to say that the speed bumps and everything on Chorro is a good idea. Doesn't want to live there with the traffic he always sees when he drives down that street, which is usually a line of cars in front of and behind him, and thinks the city should continue with the speed bumps and stuff. But would also like to see some increased traffic flow ideas for Santa Rosa and Foothill, that might include a few less stop lights or some way to speed up the traffic, because he thinks that is one of the reasons people want to take Chorro. One of the lights in particular that he doesn't like is in front of the hospital before you get to Munich (Meinecke??) and Foothill on Santa Rosa , and maybe even doing something with the lights on Foothill. He doesn't know -- "you guys are the traffic dudes", but would say that it would be a good idea to try to increase the traffic flow on Santa Rosa and decrease it on Chorro. A great plan. Would love to hear from you. Terry Sanville referring a call from GRACE WARTEN - She doesn't shop any more downtown because of the road humps and traffic circles on Chorro Street. She feels that the Plaza on Madonna Road and restaurants and shops in Pismo Beach are as convenient, and herself and some of her friends have decided to shop there as opposed to the downtown because they don't like what has happened on Chorro Street. She is a resident of the city for 28 years and feels what has been done is inappropriate. End of comment. 1- 63 DONALD GRANT, 338 Christina Way - Wants to register strong objection to the Chorro Street calming project. Doesn't think that the neighborhood has any right to do that. Once the underpass to the freeway was made on Chorrro Street, that became an arterial street and that is what it should remain. The bumps and circles should be taken out immediately, and the City Council that voted for putting it in, all 4 of them, should have their butts kicked. Thank you very much. KATHERINE GRANT, P.O.Box 5, SLO, 93406, 544-8078 - Very much opposes the traffic calming measures. Thinks it is going back in time and is not progressive. It' s a waste of time and she thinks they should be gotten rid of. DOUG HOFF (?), 549-8635 - Has lived in the Foothill area for 19 years. Needless to say he is against the bumps. Thinks it is ridiculous to degrade the safety and increase everybody's travel time for just a few people. Perhaps one stop sign would be all that is needed. MEG EVANS, 375 Foothill - Calling to say she is pleased with the Chorro Street traffic calming effort. Would love to see the same thing happen on Foothill where she lives. She drives and walks Chorro to get downtown and to work and it appears that people are starting to get the picture and slow down. The street is quieter and that seems worth the slight inconvenience of going over the bumps and the additional 10 seconds added to her travel. Doesn't believe there needs to be additional stop signs; stopping at a useless stop sign encourages people to ignore it. Would like to commend the city for taking a chance, stepping away from the status quo and exploring new ideas. Keep up the good work! Tery Sanville referring a call from anonymous resident. The gentleman lives on Lincoln and feels the speed humps on Chorro Street are doing a good job of slowing traffic and he supports their use on Chorro. He notices there is some traffic increase on Lincoln because of it; that doesn't especially bother him. What bothers him is the speed motorists are travelling down Lincoln and he wonders if there is some way that particular issue can be addressed, such as a stop sign . Terry Sanville referring call referred from Mike McCluskey from Tom Boyle, 543-6629 Tom lives on Almond Drive in Chorro neighborhood. He doesn't have a problem with the speed humps on Chorro, per se, but does feel that what has been done on Chorro and other streets is beginning to increase the volume and attendant speeding traffic problems on Almond Drive and he is concerned about that. Feels the number of speed humps that were placed on Chorro and the other streets may be excessive and maybe some of them could be replaced with stop signs instead. He mentioned Center St. and Mission St. as possible locations that he recalls were in the plan anyway. He feels there needs to be more police enforcement. He feels that no major changes to the road humps should be done until Cal Poly comes back into session and we are able to see how the system works with full traffic loads in the neighborhoods. Generally, he feels what has been done may have been an overkill situation and there might be something that could be done to make it less of a battle zone and actually calm the traffic. Terry Sanville referring call from anonymous Foothill area resident. She is concerned that Chorro St. has always been a major arterial street to the down town and should remain so. She is concerned about the negative impact of speed humps and traffic circles on the response of fire, police and emergency services to the northern part of the city. She feels the people on Chorro St. knew they were buying a house on a busy street and they probably paid less for those houses, so they shouldn't have the right to infringe upon the mobility rights of others in the city. She witnessed a bicycle accident at one of the speed humps and feels they are dangerous. She feels it is definitely overkill and feels more stop signs and additional police enforcement to be a preferable strategy. She feels the road humps are hard on autos (suspensions, steerting, etc.) and may cause damage. She believes there was not enough public input at the time Council was considering the plan for the Chorro St. area, and in general the plan is unfair to the public. /-feS` 7C CHORRO ST. HOTLINE AUGUST 8, 1996 JULIE GUY 80 BENTON WAY (544-8778) In general she's very happy with the results with the traffic calming in her area. She definitely noticed that people are driving slower and its a lot more quieter in the neighborhood. She doesn't understand why some of the traffic calming devices have been put in particular spots, or why the circles or the bumps ended up where they did, but they don't bother her. She suggests that you might want to change the speed limit signs, because it's really tough going 30 mph down Chorro anymore, and maybe a 25 mph sign would be better. She just wanted to let us know that her family likes the results. 1-66 CHORRO ST. HOTLINE AUGUST 7, 1996 Hi, I'm a summer time resident of SLO and I tend to come back for about a month or so each summer and so I came back this time and the Chorro St. bumps were there and I didn't really think much about them but I've noticed that children are now playing in the street and people are running in the street and I'm the kind of driver that causes accidents by driving too slowly normally anyway. But I still feel that the lack of respect that the pedestrians and the runners have for the fact that there is still traffic on the street, is such that there is an accident going to happen now that wouldn't have if the speed bumps weren't there. When there were no speed bumps people simply used the sidewalk, they didn't try to run in the street and competing with the traffic and I certainly never had children running and playing in the street as there is now. And I'm quite worried about it. I don't know if I should leave my name or not, I'm only here for 4 or 5 weeks in the summer but my name is Mrs. Karrol, I live at Valencia Apartments and my number is 544-5911 1 just think that I'm a bit worried, normally I take Santa Maria but occasionally I take Chorro and it's scary. Thank you Hi, I don't live in SLO but I use to and I live in Cayucos and I go to SLO frequently and I detest the speed bumps on Chorro St. I drive the speed limit but they still make me sick to my stomach and I hope you will get rid of them. It's not very nice driving into SLO anymore. Uioroto CHORRO ST. HOTLINE AUGUST 6, 1996 JEFF JORGENSON I think what you've done on Chorro St. is great. It seems to be working. It's slowed the traffic down. I think you should finish the rest of the improvements. Thank you Terry Sanville referring a call from J. Jorgenson. Mr. Jorgenson likes the road humps and thinks they are slowing traffic down, but doesn't like the traffic circle on Chorro St. inparticular and suggests that we consider other strategies for slowing traffic, e.g. maybe a stop sign at that location or some other modifications to the current scheme that may do away with the need for the traffic circle at that location. Just want to let you know that stop signs usually work a little easier than bumps and stuff. Just wondering when you guys are going to start throwing small children and cars in the way just to stop us from driving down the street when it's the only street really available to go through town in that direction. Just thought that might be enough. Bye Bye Terry Sanville referring a response from Sandra Salling of north SLO. She feels that the traffic speed humps on Chorro are inconvenient. They have the potential for causing damage to her car, she as well as others in the northern part of the city are encouraging people to use Lincoln St. as an alternative route when they drive downtown. The road humps and traffic circles are so inconvenient that they feel that they don't want to go downtown anymore and are shopping at Madonna Plaza as an alternative because of the inconvenience of the traffic calming devices. She believes that instead of the road humps the police should simply monitor the traffic speeds on Chorro St. and give tickets to the speeding. She feels that police enforcement and stop signs on Chorro would be a better solution than the road humps and she feels that by boycotting the downtown that maybe they would put pressure on the City to remove the facilities that are there. 8-2-96 11 :00am l-�8 I think the bumps on Chorro St. are the worst thing you've ever done. If the cops can't control it, then what are the bumps gonna do, you know? I wish to remain anonymous. Thank you, they're terrible, terrible, absolutely terrible. I can't recommend a better solution but they're just terrible. Hi this is Dickie Stilva, I live at 129 Chorro St. and I just want to express my opinion that I don't think the speed bumps are necessary and all though there was speeding in the area it was fine and I just wanted to let you know. Bye I just want to register a complaint, I really don't believe that the speed bumps are doing what they need to be doing. They are a real inconvenience for anybody who lives in the neighborhood. If you bought a house on Chorro you should have known you were on a busy street, How about people who live on Augusta or Flora or those that serve as collectors in the neighborhood, I'd really like to see them removed. TOM TARWATER here. My phone is 544-1028. We do object to the way the City has dealt with Chorro St. Terry Sanville referring a call from Tom Tarwater who indicates he moved to SLO 33 years ago. At that time Santa Rosa St. was a 2 lane road and that the city secured additional land and widened Santa Rosa St. to handle the needs of traffic. He believes that Chorro St. will continue to draw people to it for traffic uses and that possibly, ultimately that Chorro St. might need to be widened to accommodate the traffic demands. He doesn't believe there's an alternative to street widening or auto oriented sort of programs. He feels that only Yuppies that drive downtown, or go to Poly, ride bikes and that trades people in business don't ride bicycles so it's not an appropriate comment. He indicates that he lives in the Broad St. area, west of Chorro and that the key concern in the past was the number of large trucks going down Broad St. but that problem seems to have gone away. He doesn't support the humps on Chorro or changing it's function from an arterial street to something less than that. Monday 8-5-96 11 :30 am Terry Sanville referring a call from May Lee Tarwater. Indicates she has the same concerns that were raised by her husband. She feels that ultimately Chorro St., which is a major connecter to the downtown will i-G,9 probably have to be widened and that housing would have to be changed out and made into condos or apartments and the neighborhood would really lose it's life as the type of family neighborhood it appears to be now and that is inevitable and something we will probably see in the future. She feels that sound walls would have to be put up and some other way of accessing the dwellings along those lots in that the area would provide housing for people willing to live with the type of traffic that would be experienced in a widened Chorro St. area. She doesn't feel that bicycles are an alternative to vehicle travel, mostly it's by Cal Poly students who are transients who really shouldn't be driving the policy issues for permanent city residents. The Chorro St. is hell, get rid of those speed bumps please. They're ugly! Terry Sanville referring a call from GENE SMEE. Mr. Smee feels that the Chorro St. speed bumps and traffic circles are an example of overkill and feels that the City, if they wanted to put in speed bumps, should . lower the speed bumps so people could drive the current posted speed limit which is 30 miles an hour. Right now he feels that you can't go more than 15-20 miles an hour down the street without tearing your car up. He definitely feels that what has been done is overkill. This is to complain about the speed humps on Chorro. First of all if every resident adopted the same attitude that the people, first. it started on Broad St. now on Chorro St., would have, I think our town would look like a pretty sad state. Thank you Hi. I'm a residence over here in SLO and I'm calling to complain of course, about the speed bumps you have over there on Chorro. I'm a taxpayer also, and I can't believe that you're putting up speed bumps just so that people in that neighborhood can have like fewer cars going through there. I believe that those are public streets and that people should be allowed to drive through them and shouldn't be like put obstacles to make them avoid that street. Those are public streets that everyone pays for and not just the people that live there in that neighborhood. So I'm really upset about all the speed bumps that you put there, OK Bye /-70 �0 .y 1c, CHORRO HOTLINE JULY 30 - AUGUST 1, 1996 RUTH & ELMER SMITH, 271 Ramona Drive, 543-7151 - Thinks the Chorro Street traffic calming is one of the more stupid things that has been done. They live on Ramona. Chorro is the natural street for them to go back and forth to town on. They are both older people, do not drive on the busier streets, definitely have business in that area, are on a limited income; do not need to drive way around on Foothill or on Santa Rosa and spend time and extra gas money. Think it was an unfair thing to put all that money into this one neighborhood when there are streets that have potholes all over town. And what about other people who live on busy streets? The other end of Chorro is equally busy where it is a 2-lane street. Why are those people being discriminated against? If you are going to calm traffic and divide the neighborhood like that — and that's what this is — it's a very divisive thing, it's dividing the city and causing people to be suspicious of each other. Doesn't think it was a good thing at all. They are very much against it. Thank you. JOHN HOUSHE (?), Murray, 545-5840 - Not in favor of the Chorro Street speed bumps. Talked with the people who were planning this and they assured him this wouldn't happen. But he ends up having to drive to work on Santa Rosa Street instead of Chorro. Is not crazy about it. Doesn't think Highway 1 is safe -- sees accidents there every day. Would much rather drive down Chorro, but it's a pain in the ass, so he goes through the neighborhoods which just increases the traffic in those areas. Really doesn't think it's fair just a few folks living on Chorro Street affect the lives of all the others. Would rather see those bumps go. As far as traffic calming, it really doesn't seem that way. You have a lot of people driving really fast to go over them. He sees a lot of people driving out of control, swerving to avoid them. And also as a bicyclist, he's really not crazy about them, because it seems to increase his risk out there as people drive strangely over the bumps. Feel free to call him. Has tried to get hold of Terry Sanville a couple of times, but has been unable to reach him. This is his comment for now, and he will be attending the City Council meeting if he's in town. Thanks. Bye. 1-71 CHORRO HOTLINE JULY 29 - 309 1996 STEVE BOYLE, 1311 HIGUERA, 544-2142 - 48-year resident of SLO. The street calming of Chorro and other streets is really outrageous. Thinks people succumbed to the loud few and punished the rest of us in the city. Could remove all this ugliness, bumps and tables, and install one full time traffic cop on a motorcycle on this street, like from 7 am - 7 pm, and besides paying for his salary there, the City would probably end up making money and eventually speeders would, out of fear, slow down and you could probably remove him and put him in different areas in the daytime. Also, you could add a right-hand turn lane going east onto Santa Rosa from Foothill. Really have set a bad precedent to let a neighborhood hold the whole city hostage. They own no more of the street than anyone else. The other day, the caller saw his friend, Lee Flores, who lives right in front of a speed bump, and he could not honk or wave at him for fear the police would call and threaten him. What kind of a world have you guys created? He lived on Mt. Pleasant growing up, now the 00 block of Chorro, and it was a main artery then and must remain one today. Please return some common sense to everyday life in SLO. Hopefully, Terry hears this, and Al, and if they want to call me, fine. Thanks. Please, please, please, please, please, please, please take them away. The irony of calling them "calmers" when they've created anything but calm, is lost on everybody. It's unbelievable in the nuisance factor of trying to get from one side of town to the other. Those people bought houses when it was busy, it's still a busy street, now it's just a bumpy busy street. Take them away! If you really want to spend money on traffic stuff, put some strobes on the stop lights on Foothill before somebody completely plows into somebody else and kills them. Bye. Terry Sanville referring call from IRIS HUGHES. She feels the speed bumps on Chorro are a good idea. They are effective in slowing people down and if people don't like to drive slow, they can use faster streets, such as Santa Rosa. She used to live in Ferrini Road area near the school that had a traffic speeding problem. She feels that speed bumps would have helped there and that in general speed bumps do an effective job of slowing people down. She doesn't like the traffic circles, however; she thinks they are confusing and ugly. Caller lives in SLO and travels Chorro on occasion. She has slowed down to 15 mph to negotiate the bumps. This is not a complaint, it is just an observation. 25 mph is too much and that is what they mentioned in the paper they are trying to achieve. Wish you the best. Bye. I-V- JAN LEWIS - from Cayucos. Read a couple of comments in the paper about the same idea and wondered about this from the beginning: why not put stop signs at a couple of the intersections and they would immediately slow people down because they would have to stop. She finds the bumps rather irritating because she has to go . that way quite often and wants to avoid Santa Rosa. Just feels that traffic could be improved by law enforcement. The speed bumps and things sticking up look ridiculous. There are more effective ways to deal with the problem. Bye. Terry Sanville referring comments from soneone who wishes to remain anonymous. Caller uses Chorro all the time. Speed bumps seem to be working, she doesn't mind them. When she wants to use a faster route, she goes over and uses Santa Rosa, and the signals seem to work okay over there if they want to go .fast. But caller understands why the speed bumps were put on Chorro and it doesn't bother her that much. Caller drives Chorro Street every morning and notices City has done a lot of work putting traffic bumps and chevrons and striping on the road, but it seems to be overlooked that there is a stop bar and painted STOP pavement marking on Chorro at the intersection of Meinecke that is in terrible need of refreshing. It is practically faded away. The bumps see to overtake any importance of this stop. City has had crews out here several times — can someone refresh that STOP pavement marking, please? Thanks a lot. glpwadminlchoro6 �-73 CHORRO HOTLINE JULY 25-26, 1996 MARIE SMITH - Called yesterday to express displeasure at looking at those traffic sticks in the road - they look terrible. When gave suggestions yesterday, forgot to mention one: maybe city could just put a sign up that says "this area is covered by radar", then the money used to set up the road blocks and also the money catching cars going fast, could be used to pay the salary of a plain clothes police person to catch drivers that are going too fast, and if they are not so evidentally marked for the cars just sitting there, it might work. Thank you. Bye. Terry Sanville leaving a call for DON SMITH who feels that the layout of the traffic calming facilities in the Chorro Street neighborhood is appropriate. He believes the City is doing the right thing to try to calm traffic in the neighborhood. He wishes that there had been a "higher tech" solution to the problem for the traffic speeding, such as automated ticket citation, using cameras and radar, etc. And maybe some of these high tech solutions will be considered in the future, but appreciates the attempts the City is making at this time.. JUDY HILTBRAND, 543-0991 - Would like to voice opposition to the Chorro speed bumps. Has expressed this to each City Council member and does not intend to vote for any Council member who would put the needs of a few citizens over the good of the whole city. Thinks Chorro is a disgrace to our city, and thinks it is very short-sighted to put traffic calming on a street that must be a main thoroughfare. If there was an alternate it would be okay to try to force people onto another street, but we don't have any alternate. So until the City is willing to spend the money to do that, it should be removed. Thank you for listening. MARY BRADY, 255 DONNA WAY, 543-4620 - Concerned on 4 points: 1) The elderly are going to be forced to use Santa Rosa. This is going to be too busy, too fast for many of them just going to town to church at the Mission or downtown, and they can't handle the traffic on Santa Rosa. 2) Chorro is a public street. Caller has been here since 1968. We all know it's a busy street. Many of those people have bought houses since that time - they .should have been aware of it. 3) The emergency vehicles will be delayed a certain amount of time. 4) If we continue to close this to through traffic, those who live on Chorro should be assessed more in taxes for a private road that used to be a public street. Thank you for listening. Is opposed to what they are doing now. Would suggest putting a cop there a couple of times a month to solve the problem like they did at Highland and Cuesta that time when they were running the stop signs. Thank you. DR. WESLEY HILTBRAND - Resident of Patricia Drive in SLO. Would like to offer complaint and objection to the speed bumps on Chorro. Thinks aesthetically, it is not pleasing. Has not found that it particularly slows traffic and thinks that Mr. Terry Sanville has a secret or his own agenda, so prefers not to speak with him; he would probably hang up on caller. Again, objects to the changes that have been made. Thinks they are non-productive. Thank you. ELIZABETH KEESE 543-0955 - Would like to protest all the speed bumps on Chorro Street. Thinks it is definitely over-kill, and that we have every right to drive on that street without having our cars being ruined, so should definietely reconsider and take out most of the speed bumps. Has not found people speeding before they were put in; had noticed that traffic had slowed down quite a bit. Thank you. KAREN AVER (?) 1676 FREDERICK STREET, 543-7213 - Is very opposed to the traffic calming elements city has put in on Chorro Street. Tries to avoid that street as much as possible, but since she was born and raised here, that is a major arterial street to the downtown. Is going to have to put new shocks on car by the time she is finished. Would much rather stop at stop signs. Would be very conscious about slowing down, as she thinks most people are. There has to be another way. Her grandson in the car seat is getting bounced out of the car seat no matter how slow she goes. This is not the right measure. There has to be another measure to satisfy the residents and keep the general public happy. If city is going to do this on Chorro, she would also request the same thing on Fredericks, because traffic goes down her street at 50 mph. If you need further comment, please feel free to contact her. Just wants to leave comment on Chorro Street. Doesn't think it was done correctly. Thinks it is ridiculous. Understands the need to slow down speed, but thinks it is more of a hazard toward the end where the little turn-out is. Thinks some planning needs to go into that to revamp it. Thank you very much. i:chorroho.nts /- 75 CHORRO HOTLINE JULY 24-25, 1996 DOESN'T BELIEVE TRAFFIC CALMING WORKING, PEOPLE GOING AROUND LINCOLN.RATHER MONEY BE SPENT ON TICKETING,INSTEAD OF THIS WAR ZONE. RUNS BASEBALL PLAYERS 2-3 TIMES/DAY FROM CHORRO AREA TO SINSHERAER IS LIKE RIDING A BAD DISNEYLAND RIDE. CAROL FULTS, LOS OSOS.UNTIL LITES ON SANTA ROSA ARE TIMED RIGHT,I WILL CONTINUE TO USE CHORRO. EVERYONE ELSE IS DOING SAME THING. TRAFFIC BUMPS ARE AWFUL. ORIGINAL ONE YOU COULD DRIVE SPEED LIMIT AND NOT DAMAGE CAR. AT 30 MPH SPEED LIMIT AND AT 20 MPH YOU DAMAGE YOUR CAR. SHOCKS HAVE TO BE REPLACED. TICKET ONES WHO ARE RUINING IT FOR EVERYONE ELSE CINDY THOMPSON, 358 N. COURT ST. , LOS OSOS, 528-3274. PLEASE NOTIFY. CALMING MEASURES - I AM OPPOSED TO THEM. I AM SUPPORTIVE OF SLOWING TRAFFIC BUT THIS IS NOT WAY TO DO IT. THERE IS NOT ANOTHER METHOD OF GOING THROUGH SLO FROM LOS OSOS, OTHER THAN SANTA ROSA. SANTA ROSA IS NEARLY IMPOSSIBLE TO GET THROUGH DURING RUSH HOUR. SIGNAL TIMING OUT OF WHACK. IF THIS WAS A STRAIGHT THROUGHWAY IT MIGHT BE PRACTICAL. THERE MUST BE AN ALTERNATIVE ROUTE. IF NOT CHORRO, CITY MUST EXTEND MARSH ST TO LOS OSOS VALLEY ROAD, THIS IS EXTREMELY EXPENSIVE. CHORRO MUST REMAIN OPEN. BUMPS ARE NOT THE ANSWER. THEY DESTROY AUTOS. THIS IS RIDICULOUS FOR ALL TO PAY FOR SOME PERSONS' HAPPINESS. DEVELOP ANOTHER ROUTE THROUGH CITY FROM FOOTHILL IF POSSIBLE, IF NOT REOPEN UP CHORRO. 900 NEW HOMES PROPOSED AND GIVEN OKAY TO BE BUILT IN LOS OSOS IT WILL NST GET WORSE. THEY WILL ALL COME THROUGH SLO. CHORRO BARRICADES THAT STICK UP INAIR ARE EXTREMELY UNATTRACTIVE. LOOK LIKE TEMPORARY STICKS FOR REROUTING TRAFFIC WHEN BUILDING A BRIDGE. HOW ABOUT SMALL BUMPS ON HIGHWAYS THAT WAKE DRIVERS UP? SMALL BUMPS BUT RATTLE THE CAR. LARGE BUMPS BOTHER PEOPLE WITH BACK PROBLEMS. BARRICADES ARE EXTREMELY UGLY. HOW ABOUT A SIGN - "RESIDENTIAL AREA NOT A FREEWAY". HOPE YOU FIND A BETTER SOLUTION. CANT UNDERSTAND WHY ALL PEOPLE ARE INCONVENIENCED FOR FEW PEOPLE ON CHORRO. EMERGENCY VEHICLES WILL HAVE A HARD TIME GETTING THROUGH AND THIS WILL BE DANGEROUS. WANTS TO EXPRESS DISGUST WITH CALMING MEASURES. -7�0 CHORROIJULY 24-25, 1996 PAGE TWO LIVES IN CHORRO NEIGHBORHOOD. BUMPS NEED TO BE REMOVED AS SOON AS POSSIBLE. HOPES YOU HAVE SOME OF THE $65,000 LEFT TO PAY FOR REMOVAL. RESIDENT OF FOOTHILL. LIVED IN SLO OVER 30 YRS. FINDS BUMPS DISGRACE TO HUMAN BEINGS. HAS GONE INTO MAYOR TO EXPRESS. POLICE ENFORCEMENT WOULD BE BETTER- MR. ETTERMR DAN STEELE, HIGH ST, SLO. CHORRO STREET HAS ALWAYS BEEN AN ARTERIAL. PEOPLE WHO MOVED THERE ARE NOW COMPLAINING. THEY SHOULD HAVE KNOWN BETTER CONCERNED ABOUT EMERGENCY ACCESS RESPONSE TIME. ALL CALMING SHOULD BE REMOVED AND STREET POSTED FOR 25 MPH AND PD ENFORCE IT. SPEED HUMPS WOULD HAVE DAMAGED HIS OLD TRUCK IF HE HAD TO DRIVE OVER THE BUMPS. GENE DUNN 542-0223. LIVES NEAR CHORRO. BUMPS ARE TERRIBLE HAPOSITION ON ALL OF US AND ALSO FIRE DEPT. SHOULDN'T HAVE PEOPLE POTENTIALLY DAMAGE THEIR CARS WHILE TRYING TO CONTROL TRAFFIC. SHOULD BE REMOVED AS SOON AS POSSIBLE. LIVES BETWEEN FOOTHILL & HIGHLAND. TAKES CHORRO EVERY DAY. NOT THRILLED BY CHANGES. UNDERSTANDS NO SPEEDING DOWN THAT STREET, BUT TO MAKE PEOPLE GO 30 MPH OVER BUMPS IS RIDICULOUS. SHE DRIVES 1991 VOLVO WAGON AND HAS TO REDUCE SPEED TO 15 MPH TO STOP BUMPING. CHORRO RESIDENTS JUST DON'T WANT PEOPLE DRIVING ON THEIR STREET - THIS IS NOT FAIR. HELEN BAKER. WROTE LETTER TO CITY COUNCIL AND RECEIVED NICE LETTER IN RETURN. NOT IN FAVOR OF WHAT IS DONE. ONE NEW POINT IS SLOWING UP OF EMERGENCY VEHICLES. 11 YEARS AGO HER HUSBAND WAS SAVED BY FIRE FIGHTERS - 2 MINUTES LATER HE WOULD HAVE BEEN DEAD. WITH THESE BUMPS FIRE TRUCKS HAVE TO SLOW DOWN AND THIS IS A MATTER OF LIFE AND DEATH. HELEN BROWN. THINKS CHORRO CHANGES ARE RIDICULOUS. CANNOT GO 25-30 MPH. ONE MUST SLOW DOWN TO 15 MPH AT EACH BUMP. WHEN YOU SLOW DOWN PEOPLE BEHIND YOU MAKE YOU FEEL THREATENED BECAUSE THEY ARE GOING FASTER ONLY TWO THROUGH STREETS, AND TO ELIMINATE ONE FROM ANY PRACTICAL USE IS INSANE. DOESN'T MAKE ANY SENSE. G\TRANS\CHORO4 �' 7 7 CHORRO HOTLINE JULY 23, 1996 ANONYMOUS CALLER. SUGGESTED ALL HUMPS ON BROAD&CHORRO BE REMOVED.THEY ARE UGLY AND INAPPROPRIATE. USE PD TO ENFORCE. STOP SIGNS WOULD DO JOB INSTEAD OF SPENDING SO MUCH MONEY ON CALMING. TO SLOW DOWN BORTRAFF CA WOULD SUPPORT OINTRESIDENT ST PS BYLINCOLN. RESIDENTS AND COUNCIL TO RESIDENTS KEEP AREA SAFE. RESIDENT OF CHORRO USES ROUTE SEVERAL TIMES/DAY. DOESN'T LIKE BUMPS, THEY ARE INCONVENIENT. THIS STREET IS BUSY AND PEOPLE WHO LIVE THERE SHOULD REALIZE THAT. WOULD RATHER SEE LOTS OF TICKETS GIVEN. THINKS PHONE LINE FOR CHORRO IS GREAT IDEA. LIVES IN CHORRO NEIGHBORHOOD AND IS SURROUNDED BY SPEED BUMPS.CAUSES GRIEF COMING TO AN DFROM HOME AND WEAR AND TEAR ON CAR. IF YOU TAKE BUMPS AT 30 MPH LESS DESTRUCTIVE TO CARS THAN AT 10 MPH. USES LINCOLN AS ALTERNATIVE ROUTE ALL THE TIME. ONE STOP SIGN ALONG CHORRO WOULD BE GOOD, PEOPLE WILL HAVE TO SLOW DOWN TO STOP.TRAFFIC CIRCLE AT BENTON I TEVERYTHING O IAKE UNBELIEVABLE AND COME UP WITH SOME OTHER APPROACH.SES LOTS OF ALMOST uSIONS. HOPE THEY THINKS TRAFFIC CALMING CONCEPTS ARE GOOD IN NATURE. BUT HERE ARE HIS COMMENTS: HE HAS TO DRIVE ACROSS TOWN THROUGH THIS AREA TO HIS HOUSE, AND FOOTHILL AND SANTA ROSA ARE NOT OPTION. PROBLEM WITH SPEED CALMING, YOU CANNOT MAINTAIN AN EVEN SPEED THROUGHOUT MAZE. WOULDNT MIND DRIVING 15 OR 20 MPH THE WHOLE DISTANCE, BUT CAR CANT HANDLE SPEED BUMPS THE WAY THEY ARE SET UP. PROBABLY DOING PREMATURE AGING TO HIS VEHICLE. STOP AND GO TO MAINTAIN FORWARD MOTION ARE A DRAG. MRS.CARPENTER ON FOOTHILL PEOPLE ON FOOTHILL SHOULD GET TOGETHER AND DO THE SAME THING AS THE PEOPLE ON CHORRO. HAVE THE COUNCIL HAVE ALL OF THIS PUT ON FOOTHILL. I DONT THINK PEOPLE ON CHORRO WOULD APPRECIATE THAT! BESIDES I THINK PEOPLE ON CHORRO ARE STUPID. LORRAINA CALEAN LIVES NEAR BISHOP PEAK. GOING DOWN CHORRO FOR 30 YEARS. SPEED POSTED AT 30 MPH CAN ONLY GO 20. WHY DONT THEY POST IT AT 15-20 MPH AND HAVE A TRAFFIC OFFICER AROUND TO ENFORCE? WHY RUIN STREETS WITH TIRES,ROMAN CANDLES, AND CIRCLES? UGLY AND HARD ON CARS. DAVE ABRAHAM, SEASONAL SENIOR RESIDENT AT 61 BROAD. OWNS CHRYSLER MINIVAN AND CANT DRIVE OVER 15 MPH OVER BUMPS, THATS WHAT HE WILL DO AND DOESN'T CARE IF OTHERS CYVEHICLES DOWN. WORRIED EH CLES CANT T THROU HABOUT PE WLL SUE CITY IF SOMETHING HAP ILY IF EMERGENNS TO THEM. l- 7� Chorro/July 23, 1996 Page Two JOE HANSON, 534-0153, LOS OSOS. CHORRO TRAFFIC CIRCLE IS ABSURD IDEA MORE OF HINDERANCE,ROADBLOCK AND OBSTACLE INSTEAD OF TRAFFIC CALMING. BUMPS ARE OKAY IN LIEU OF HAVING TRAFFIC ENFORCEMENT. 30 MPH WITH SPEED BUMPS IS OKAY. CIRCLE IS NOT A CIRCLE BUT A ROAD BLOCK. ALLEN KELLOGG, 273 VISTA COURT, LOS OSOS 534-1053. CHORRO SPEED BUMPS MAKE LOTS OF SENSE, HOWEVER, PSEUDO TRAFFIC CIRCLE IS JOKE AND WASTE OF MONEY. SPEED BUMPS-HOPES SOMEONE LOSES THEIR JOB FORAPPROVING THROWING AWAY$65,000 FOR SOMETHING SO STUPID. LIVED IN ANHOLM TRACT FOR 40 YEARS AND NOW ON HILL ST. FOR 7 YEARS. WOULD LIKE TO HAVE TIRES,BUMPS CIRCLES REMOVED. ONLY WAY TO GET TO GROCERY, DRUGSTORE,ETC. USED TO BE NICE NEIGHBORHOOD NOW ITS UGLY AND A FIASCO . HUSBAND LIVED IN SLO 72 YEARS, BORN AND RAISED HERE AND NOT HAPPY WITH SITUATION. FEELS THAT BUMPS, TIRES AND OBSTACLES ON CHORRO ARE RIDICULOUS. USED TO LIVE THERE AND IT WAS BEAUTIFUL NOW IT IS UGLY. ARTICLE IN PAPER REGARDING SPEED BUMPS, SAYS TO PUT ENFORCEMENT OFFICER OUT THERE AND CITE THEM A LOT OF MONEY. SHOULD BE TAKEN AWAY FROM THE NEIGHBORHOOD. THE WHOLE TOWN WOULD BE HAPPIER SUSAN HIX, NORTHSIDE SLO. USES CHORRO ON REGULAR BASIS. BUMPS AND CIRCLES ARE UNSIGHTLY AND UNNECESSARY. THERE ARE OTHER SOLUTIONS. AS A PROTEST USES CHORRO MORE OFTEN THAN I USUALLY WOULD. SANTA ROSA LIGHTS ARE NOT COORDINATED -AT NOON TRAFFIC NEARLY AT A STANDSTILL. LIVES ON FOOTHILL AND DOESN'T FEEL THE COUNCIL WOULD PUT SPEED BUMPS THERE IF SHE WANTED IT. TIRES AND PYLONS ARE TERRIBLE EYESORE. WILL BILL THE CITY FOR CAR SHOCKS. MARLA JONES, 177 PARTRIDGE, SLO. CHORRO ST - WANTS TO BE NOTIFIED OF PUBLIC HEARING. THINKS BUMPS ARE THE MOST RIDICULOUS THINGS. YOU HAVE RUINED AREA. STOP SIGNS OR SPEEDOMETER CHECK SLOWED HER DOWN. YOU HAVE RUINED AREA. IT IS DANGEROUS. IT IS THE STUPIDEST THING I HAVE EVER SEEN IN MY LIFE,HAS LIVED HERE ALL HER LIFE. WILL ALSO CALL TERRY AND AL . UPWADMINCHORM f-7q L0 . -7 s� CHORRO HOTLINE COMMENTS JULY 229 1996 KATHERINE LONG 657 RANCHO DR, SLO, 93405 WANTS TO BE ON MAILING LIST TO BE NOTIFIED OF MEETING ON CHORRO. IS OPPOSED TO WHAT IS THERE. WE HAVE STOP SIGNS, PD OFFICERS, TO TAKE CARE OF TRAFFIC SPEED. IF THERE IS ANOTHER AGENDA, CUTTING TRAFFIC IN HALF, LET ALL PUBLIC DECIDE WHAT THIS WILL BE. GERARD PARSONS FAMILY & MANY OTHER RESIDENTS. 948 VENABLE. ST. CHORRO/BROAD TRAFFIC CALMING. HAS MADE PERSONAL SURVEY OF ANHOLM RESIDENTS. MAJORITY OPPOSE THIS. CHORRO AND BROAD ARE ONLY WAY OUT OF NEIGHBORHOOD. ALL OF US MUST SUFFER CONSEQUENCE DAILY. THIS IS DISCRINIINATION AGAINST OUR NEIGHBORHOOD. ENFORCEMENT WILL SOLVE SPEED PROBLEMS, WITH HEAVY FINES. PLEASE REMOVE ALL TRAFFIC CALMING. PLEASE NOTIFY. MAN WHO LIVES ON MURRAY W/SPEED BUMP IN FRONT OF HIS HOUSE. NO ONE TOOK A SURVEY OF THEIR NEIGHBORHOOD TO SEE WHAT WAS WANTED. $65,000 WILL BE THROWN AWAY. STOP SIGNS COULDN'T COST ANYWHERE NEAR THAT MUCH AND WOULD WORK. WOMAN IN NEIGHBORHOOD THINKS TRAFFIC CALMING MAKES NEIGHBORHOOD LOOK UGLY. STOP SIGNS WOULD WORK. RESIDENT OF CHORRO AREA. FEELS LIKE THIS IS RIDICULOUS. IF YOU WANT TO STOP SPEEDING, WRITE TICKETS. CALMING IS UNSAFE AND SLOWS DOWN EMERGENCY VEHICLES. THIS IS AN INVITATION FOR DISASTER. SOMEONE WILL MISS TRICKY CURVES AND END UP ON SIDEWALK. IF PEOPLE DON'T LIKE THIS CROSSTOWN THOROUGHFARE THEY SHOULDN'T LIVE THERE . THIS IS A FOLLY. PROTEST TO CHORRO FIASCO. STRONGLY FEELS BUMPS SHOULD BE REMOVED. WOULD LIKE TO SEE CHORRO RETURNED TO ORIGINAL CONDITION. BETTY HAMILTON 1971 ASPEN LOS OSOS 528-2937 DRIVES CHORRO EVERY DAY AROUND LUNCH TIME. IS ALL FOR CALMING TRAFFIC, BUT IS SILLY TO SPEND THAT MUCH $$ ON SPEED BUMPS WHEN YOU COULD PUT IN STOP SIGNS AND TIME TRAFFIC ON SANTA ROSA. THIS WOULD WORK. �-80 Chorro/July 22, 1996 Page Two REALLY LIKES SPEED HUMPS ON CHORRO. RESIDENTS HAVE A RIGHT TO HAVE INPUT ON HOW FAST CARS GO ON THEIR STREET. THEY AREN'T AN RAPOSMON IF YOU DRIVE APPROPRIATE SPEED, 25 MPH. THINKS ITS A GOOD PROJECT AND SHOULD BE USED IN MORE NEIGHBORHOODS. LIVES ON CHORRO STREET. IS FOR TRAFFIC CALMING BUT WOULD HAVE PREFERRED STOP SIGNS. THESE BUMPS RUIN CARS AND IS A HAVEN FOR MECHANICS. HUSBAND WILL NOT DRIVE ON CHORRO, AND SHE MISSES IT. PLEASE USE STOP SIGNS INSTEAD. KAREN CHAMBERLIN 859 MISSION ST. THINKS BUMPS ARE WORKING FINE, DO SLOW TRAFFIC A LITTLE BIT. THINKS THEY WORK WELL. RESIDENTS OF CHORRO ST. ARE WONDERING WHAT GOOD ARE BUMPS AND CIRCLES IF THERE IS AN ACCIDENT OR FIRE ON CHORRO ST? IT WILL SLOW EVERYONE DOWN. KIDS SPEEDING AND LOSING CONTROL OF VEHICLES IS INCREASED BY BUMPS. IT WOULD BE BETTER TO LEAVE IT AS IT WAS AND HAVE PARENTS KEEP KIDS HOME AND OUT OF THE STREET IN THE FIRST PLACE. LIVES ON CHORRO. CIRCLES AND BUMPS ARE RIDICULOUS. THEY DID NOT GET TO VOTE ON THEM. THEY ARE RIDICULOUS WHEN YOU GO ROUND A CIRCLE, THE PERSON ON LINCOLN CAN GET HIT IF THEY HAVE THEIR CAR A LITTLE OVER THE LINE AT ALL. SLOWS DOWN EMERGENCY CREWS, IF THERE IS A FIRE, ACCIDENT, HIGH SPEED CHASE. IT NEEDS TO BE CHANGED BACK TO WHERE IT WAS AND HAVE ENFORCEMENT CARS GO THROUGH LIKE THEY USED TO. BELIEVES IF RESIDENTS WERE CONCERNED ABOUT STATE OF CHORRO - IT SHOULD HAVE BEEN PRETTY OBVIOUS BEFORE OR ONCE YOU MOVED IN, THE KNOWN NATURE OF THAT STREET.UNDERSTANDS LESS DANGER AND NOISE,BUT BEFORE THE TRAFFIC CALMING THERE SHOULD HAVE BEEN SOMETHING ELSE. DOES NOT KNOW WHAT TO DO. CITY CAVED IN TO A SMALL GROUP OF POWERFUL PEOPLE BECAUSE THE REST OF COMMUNITY COULDN'T HAVE BEEN BOTHERED TO PUT UP RESISTANCE. REASON SO MUCH TRAFFIC IS CITY FATHERS HAVE MADE IT DIFFICULT TO OWN HOMES IN SLO, SO PEOPLE MUST LIVE ELSEWHERE AND THEY MUST DRIVE IN FROM OUT OF TOWN. Chorro/July 22, 1996 Page Three POSSIBLY STREET HAS BEEN CATERED TO. STOP SIGNS WOULD HAVE BEEN BETTER MORE TRAFFIC NOW BECAUSE PEOPLE ARE DRIVING DOWN TO SEE WHAT THE HUBBUB IS ABOUT. THEY ARE PROBABLY GETTING MORE TRAFFIC. THEY SHOULDN'T BE TREATED ANY BETTER THAN ANY OTHER STREET IN THIS CITY. THEY ARE BEING CATERED TO. SHIRIXY THOMAS, 864 VENABLE. CHORRO ST TRAFFIC CALMING BUMPS - NOT HAPPY. TOTALLY EXASPERATED. ONLY 3 STREETS THAT ARE THROUGH STREETS FROM SOUTHERN PART OF TOWN FROM NORTHERN ARE OBVIOUSLY GOING TO BE MAIN ARTERIALS. IT IS NOT FEASIBLE TO SLOW TRAFFIC ON THESE STREETS. PEOPLE ARE SLOWING TO 10 MPH AND IT IS A BOTTLENECK. VERY EXASPERATING IF THAT IS THE ONLY WAY YOU CAN GET HOME. TOM KAY 369 CHAPLIN, 93405 GOOD IDEA. THINKS PEOPLE WHO COMPLAIN ARE IN TOO MUCH OF A HURRY. HAROLD SCHUHARDT,543-4485, 636 CUESTA DR SLO WANTS TO BE NOTIFIED OF NOVEMBER MEETING. SERAH LASKY, SLO DOESN'T LIKE HUMPS. USES CHORRO ALL OF THE TIME TO GO DOWNTOWN. TO SLOW TRAFFIC IS GOOD. TOO MANY HUMPS ARE OVERKILL. RUINING HER CAR'S SUSPENSION. SANTA ROSA ST IS NOT CONVENIENT ENOUGH- TAKES 20 MORE MINUTES TO GET DOWNTOWN. LIVED ON CHORRO SINCE 1969. DOES NOT LIKE BUMPS AND OBSTACLE COURSE. WHY NOT 2 MORE STOP SIGNS? WOULD NOT COST AS MUCH. WANTS 2 MORE STOP SIGNS UP AND EVERYTHING ELSE REMOVED. NANCY HOWLAND, 285 RAMONA, 93405. WANTS TO BE NOTIFED OF ANY MEETINGS FOR CHORRO TRAFFIC FIASCO g/pwadmm/ch=2 CHORRO STREET HOTLINE RESPONSE JULY 18-191, 1996 1. NAOMI WRIGHT 400 FOOTHILL BLVD. WANTS TO BE NOTIFIED OF ANY INFORMATION AND PUBLIC MEETINGS 2. PEGGY YOUNG, CHRISTINA WAY, 541-1147. FEELS THAT JOHN DUNKS EDITORIAL IDENTIFIED THE PROGRAM AS EXPERIMENTAL AND IS CONCERNED ABOUT CITY SPENDING HER TAXES ON EXPERIMENTAL PROGRAMS. PEOPLE THROUGHOUT CITY WERE NOT NOTIFIED THAT THIS PROCESS WAS GOING ON. ARTICLE WAS MISLEADING BECAUSE IT SAID RESIDENTS WERE NOTIFIED. TRAFFIC WAS NOT SPEEDING ON CHORRO BEFORE CALMING INSTALLED AND FEELS THERE ARE WORSE STREETS IN SLO THAT SHOULD BE DEALT WITH (SUCH AS PATRICIA& HIGHLAND DR AREA). CHORRO STREET IS ROUTE USED BY HER AND NEIGHBORS TO GO DOWNTOWN. IS ANNOYED BY CALMING. 3. KATHY BESICK, CENTURY 219 SLO, 543-6361. WOULD LIKE TO SEE A FEW STOP SIGNS GO IN. SPEED BUMPS ARE OKAY. TRAFFIC CIRCLES ARE EYESORE AND DRAWS ATTENTION TO TRAFFIC ON STREET. HER CLIENTS THINK IT IS UGLY AND SHE FEELS IT MAKES HER LOSE SALES AND MAKES CITY LOSE BUSINESS. SPEED BUMPS ARE OK. 4. NITA FISHBURN 541-5932. TRAFFIC CALMING IS DANGEROUS TO BICYCLES WHO COMMUTE TO WORK OR SCHOOL IN MORNING OR EVENING. HER SON WAS ALMOST HIT WHEN A CAR ATTEMPTED TO DRIVE AROUND THE TRAFFIC CIRCLE. OTHER PEDESTRIAN ALMOST GOT HIT AT NIGHT AT TRAFFIC CIRCLE. SO MANY REFLECTIVE SURFACES, IT MAKES IT SO VEHICLES COULD NOT SEE PEDESTRIAN. PEOPLE DRIVE OVER TIRES SO THOSE ARE NOT DOING THEIR JOB. CIRCLES ARE UGLY AND SHOULD BE REMOVED. 5. JENNY RUTLUDGE, 289 WESTMONT. CALMING DEVICES ARE DANGEROUS, SLOW EMERGENCY VECHILE RESPONSE TIME. LIFE OR DEATH,ESPECIALLY IN FIRE. WILL OPEN CITY TO LAWSUITS. INTENT IS TO SLOW DRIVERS, NOT TO STOP THEM. SOME DRIVERS COME TO ALMOST COMPLETE STOP, NOT ONLY IRRITATING BUT DANGEROUS AND CAUSES CONGESTION. DANGEROUS FOR BICYCLISTS. CONCRETE CIRCLES ARE DANGEROUS IF SOMEONE RUNS INTO THEM, ANOTHER LAWSUIT. ALL DANGERS ARE TOO NUMEROUS. IF SPEED LINIIT REMAINS AT 30 MPH, THEN YOU SHOULD BE ABLE TO DRIVE OVER BUMPS AT 30 MPH. CARS WILL BE DAMAGED OR PEOPLE SLAMMING ON BREAKS. DO WHAT YOU SHOULD HAVE DONE TO BEGIN WITH, LOWER SPEED LI IIT AND POST SIGNS - "SLOW DOWN CHILDREN AT PLAY". SYMPATHIZES WITH RESIDENTS BUT DOESN'T AGREE TO PUT ALL IN DANGER BECAUSE THEY WANT TRAFFIC DIVERTED TO ANOTHER STREET. /�3 CHORRO/JULY 18-19, 1996 PAGE TWO 6. THINKS CHORRO ST SHOULD BE OPEN FOR PEOPLE TO DRIVE DOWN. IT IS NOT A PRIVATE STREET. PEOPLE ON CHORRO SHOULD NOT BE ABLE TO INCONVENIENCE MAJORITY BY DUMB BUMPS. IF CITY CAN GIVE $5 MILLION TO PERFORMING ARTS, THEY CAN HIRE POLICE OFFICER TO GIVE TICKETS. DOESNT SHOP IN SLO BECAUSE OF INCONVENIENCE OF DUMB BUMPS. 7. LIVES ON ISLAY STREET BY NIPOMO. HAS A DAYCARE PROVIDER IN FERRINI HEIGHTS. CHORRO IS EASIEST THOROUGHFARE. DOESN'T LIKE SPEED BUMPS. HAS DRIVEN ROUTE FOR 4 1/2 YEARS. YOU HAVE NO DOUBT HEARD ALL REASONS FROM OTHERS. 8. SUSAN ROTTZER. CONCERNED ABOUT SIGNS INSTALLED ON CHORRO DIRECTING THROUGH TRAFFIC FROM USING CHORRO TO SANTA ROSA ST. SIMILAR SIGNS SHOULD HAVE BEEN INSTALLED ON BROAD, BECAUSE MOTORISTS ARE USING BROAD INSTEAD OF CHORRO WHICH IS UNACCEPTABLE. IS CONCERNED BECAUSE SHE USES CHORRO TO GO DOWNTOWN AND FEELS PERSONS SHOULD BE ABLE TO USE ANY STREET THEY WANT TO, WITHOUT THE CITY TELLING THEM WHAT TO USE. POLICE ENFORCEMENT IS MORE APPROPRIATE. $65,000 WOULD BE MORE EFFECTIVE USED FOR POLICE ENFORCEMENT. SURVEY WORK ON BROAD AND CHORRO DURING SUMMER IS UNFAIR TIME BECAUSE OF LACK OF STbDENTS ON STREET AND IN COMMUNITY. 9. GENTLEMAN. EXPRESSED THAT ANY PERSON IN CITY SHOULD RESPOND TO CHORRO SITUATION. FEELS ALL CITY NEEDED TO DO WAS PUT UP STOP SIGNS, HAVE PD ENFORCE SPEED LIMIT. SPEED HUMPS AND CALMING DEVICES ARE UNNECESSARY. FELT TRAFFIC SHOULD HAVE RIGHT TO USE CHORRO AND DIDN'T FEEL CHANGES TO INTERSECTIONS ON CHORRO WERE NECESSARY. CITY SHOULD NOT BE SPENDING $65,000 ON CHORRO STREET. IT SHOULD BE SPENT TO BENEFIT ALL RESIDENTS IN COMMUNITY. 10. DAN BOLDEN. DRIVES TRUCK ON CHORRO AND IS CONCERNED ABOUT TRAFFIC CIRCLES. FEELS IT IS HARD FOR MOTORISTS AND BICYCLISTS TO SHARE TRAFFIC LANE AT SAME TIME. STOP SIGNS WOULD DO JUST AS GOOD A JOB, AS BUMPS AND CIRCLES. CHORRO HAS ALWAYS BEEN A FAST STREET AND IT IS NOT LEGITIMATE FOR PEOPLE LIVING THERE TO TRY TO CHANGE IT BACK TO WHAT IT WAS IN PAST. THINKS ROAD HUMPS AND CIRCLES AND VALIDITY OF WHOLE THING IS QUESTIONABLE. CHORRO/JULY 18-19, 1996 PAGE THREE 11. WOMAN WHO LIVES NORTH OF FOOTHILL. DOES USE CHORRO. UNDERSTANDS PEOPLE ON CHORRO BUT THINKS WE CAN DO BETTER THAN TRAFFIC CALMING. THIS IS OVERKILL. TOO MANY BUMPS AND STOP SIGNS. SOME YES, BUT NOT THE WAY IT IS. 12. MAN THINKS SPEED BUMPS ARE TERRIBLE. ANYTHING OVER 15 MPH IS UNCOMFORTABLE. 25 MPH THROWS PASSENGERS AND ITEMS IN VEHICLE ALL OVER THE PLACE. GROSSLY UNFAIR TO PLACE THESE ON A PUBLIC STREET TO HARASS TTM LAW ABIDING CITIZENS TRYING TO GET THROUGH TOWN. SHOULD REMAIN ARTERIAL STREET. FOOTHILL CANNOT TAKE ANOTHER 5,000 VEHICLES DURING PEAK HOURS, IT IS ALREADY EXTREMELY CONGESTED AT FOOTHILL AND SANTA ROSA. TRAFFIC CALMING COULD SPREAD THROUGH ENTIRE TOWN - WILL GIVE TERRY SANVILLE A CALL. 13. VIRGINIA CODAIR USES CHORRO TO COMMUTE TO DOWNTOWN FREQUENTLY. CONSTRUCTIVE COMMENT SHOULD BE THAT CITY SET UP SPEED TRAILER TO IDENTIFY SPEED OF CARS, ALONG WITH A CAMERA TO RECORD LICENSE PLATES. PEOPLE SPEEDING SHOULD BE SENT TICKET IN MAIL. SPEEDING MAINLY ASSOCIATED WITH POLY STUDENTS,IF NO LOCAL ADDRESS, SEND TICKETS TO PARENTS. LIVED IN SLO LONG TIME, DRIVING OVER BUMPS IS IRRITATING FOR SENIOR CITIZENS. HAS NEVER SEEN CHILDREN OR OTHERS ALONG THE STREET, SO DOESN'T FEEL THIS IS LEGITIMATE . FEELS MOST ON CHORRO ARE SENIOR CITIZENS. 14. WOMAN FEELS BUMPS NEED TO COME OFF. SPEED LIMIT BE LOWERED TO 25 MPH. STREET IS MAIN ARTERIAL TO DOWNTOWN FROM FOOTHILL AND SHOULD REMAIN THAT WAY. THERE ARE PLENTY OF OTHER QUIET STREETS IN TOWN OTHERS CAN LIVE ON. ISN'T FAIR FOR THEM TO TURN THIS INTO A PRIVATE STREET. 15. CAROLYN LODGE-HATES SPEED BUMPS AND IS CONFUSED BY SPEED LD&T SIGNS. STILL SHOWS 30 MPH. CHORRO IS AN ARTERIAL AND NEEDS TO REMAIN. ALTERNATE IDEAS: MORE STOP SIGNS, TAKE OUT BUMPS, ELIMINATE ON/OFF RAMPS, TAKE OUT HUMPS ON BROAD AND ALLOW MORE TRAFFIC DOWN BROAD. SANTA ROSA IS TOO BUSY AN ALTERNATIVE ROUTE TO TAKE. TRAFFIC SIGNALS ON SANTA ROSA DELAY ACCESS TO DOWNTOWN G/PWADMD72CHOROLO 1-SS CITIZENS WISHING TO BE NOTIFIED OF MEETINGS REGARDING CHORRO STREET JULY 1.5-179 1996 1. ELEANOR BONIN, 274 DEL AZAR Cr. 543-6200 NEAR FATAL BICYCLE ACCIDENT ABOUT A WEEK AGO (BICYCLE ON MURRAY). I WAS IN A VEHICLE AND NEXT TO A BICYCLIST, WE SLOWED DOWN DUE TO BUMP AND BICYCLIST FLEW HEAD OVER HEALS NST FLYING AROUND 1N FRONT OF MY CAR. I WAS SO SCARED HE COULD HAVE GONE UNDER MY CAR. THIS 1S A DANGER FACTOR, NOT ENOUGH STUDIES DONE, NO PUBLIC HEARINGS, ETC. EMERGENCY VEHICLES CANNOT MANEUVER SAFELY. TOURISTS MUST THINK WE ARE NUTS TO RUIN A BEAUTIFUL TOWN. 2. BRUNO GIBERTI. 418 CUESTA DR. 93405, 594-0406 AS A RESIDENT OF NORTH FOOTHILL NEIGHBORHOOD, I AM DISGRUNTLED WITH TRAFFIC CALMING ON CHORRO. PERFECT EXAMPLE OF HOW A SMALL GROUP OF PEOPLE CAN DRIVE TRAFFIC PLAN, NO OTHER USERS OF THE STREET WERE INVOLVED IN THIS DESIGN. THIS SEEMS INTENDED NOT JUST TO SLOW TRAFFIC DOWN ALONE, BUT TO CUT TRAFFIC OR DIVERT IT TO SANTA ROSA. A PLAN I AM OPPOSED TO. I WILL CONTINUE TO USE CHORRO TO GET DOWNTOWN. 3. MARK CHARBANEAU, 251 DEL MAR CT. , 93405. VERY FRUSTRATED WITH CALMING PROCEDURES. USING SANTA ROSA IS NOT GOOD. RIGHT TURN FROM SANTA ROSA 1S 5 MINUTES. ALL SIGNALS HAVE TOO LONG A WAIT. YOU HIT EVERY RED. TRAFFIC UP BUCHON (WESTBOUND) YOU HAVE TO WAIT TO GET TO OTHER SIDE OF TOWN. GREAT FOR PEOPLE ON CHORRO, FOR REST OF US IT SUCKS. TIMING LIGHTS AT WALNUT, ETC. FOR TRAFFIC, NEEDS TO BE DONE. GOOD LUCK. 4. NANCY 549-3146 TRAFFIC CIRCLES ARE A WASTE OF TIME, DANGEROUS, HAZARDOUS FOR FIRE TRUCKS, ETC. WHY ARE WE THROWING AWAY MONEY WHEN CALIF. BLVD NEEDS TO BE PAVED (NEEDS IT FOR 3 YEARS), OTHER STREETS ARE BEING NEGLECTED. YOU ARE THROWING IT AWAY ON SILLY TRAFFIC CALMING. HOW CAN YOU MAKE A 30 MPH AND TRY TO GET PEOPLE TO GO SLOWER? BRIDGE ST BY HIGUE-RA NEEDS TO BE STRIPED. PEOPLE ARE RIDING INTO MIDDLE OF STREET. LOTS OF NEAR MISSES. 5. PEGGY FABRECIOUS, 575 STANFORD DR 93405. WANTS TO COMPLAIN ABOUT $65,000 SPENT ON CHORRO WHEN POTHOLES ARE ALL OVER TOWN. THEY ARE RUINING OUR TIRES. WE MUST GO ALL OVER TOWN WASTING GAS. GOOD OF MANY SHOULD OVERRULE GOOD OF FEW. NEED TO BE ABLE TO GO DOWNTOWN QUICKLY AND WITHOUT THIS MESS. 6. MR & MRS. GRAHAM, 491 HILL ST, 93405. CHORRO/BROAD TRAFFIC CALMING IS OVERKILL. STREET HUMPS,CIRCLES, OBSTACLES, AND STOP SIGNS SEEM TO BE TOO MUCH OVERKILL. SOME PEOPLE DO SPEED, SO SOME BUMPS ARE OKAY. THE REST IS TOO MUCH OVERKILL. 7. LARRY JAMISON, PIZZA DRIVER, 762 HIGUERA, #1, SLO 543-3116 DRIVES CHORRO 10 TIMES/DAY. TRAFFIC BUMPS , YOU HAVE 10, NOTICES SPEEDOMETER AND FACT IS TRAFFIC ONLY AVERAGES 18-20 MPH. DROVE OVER BUMPS AT 30 MPH. TOO FAST, THEY ARE NOT DESIGNED FOR THIS SPEED. YOU DON'T NEED MORE SPEED BUMPS. YOU ALREADY HAVE ENOUGH. 8. TYE PHILLIPS, 310 CERRO ROMAULDO. HAS AN OLDER CAR, 71 VVI', THAT TAKES AWFUL BEATING WITH THOSE BUMPS. THERE MUST BE ANOTHER WAY. SPENT COUPLE OF HUNDRED DOLLARS ON FRONT END OF CAR. DOES NOT GO OVER 30 MPH ON THAT STREET, IT WILL THROW YOU OUT OF CAR. IT'S WINKING, KEEP ON WINKING. COME ON OUT TO CERRO ROMAULDO, THEY PROBABLY NEED THEM THERE. THEY ARE TERRIBLE. HE'S WAITING FOR NEXT COUNCIL RE- ELECTION. KEEP ON SMILING!! THANKS A MILLION. 9. AL APPLEGARTH CONCERNED ABOUT SPEED HUMPS SLOWING EMERGENCY VEHICLES. LIKES IDEA OF SPEED ENFORCEMENT BY CAMERA - PEOPLE GET TICKETS IN MAIL. SPEED HUMPS ARE HARD ON VINTAGE MUSTANG VEHICLE. 4 MINUTE RESPONSE STANDARD IS NOT EXCEEDED, BUT HE IS STILL CONCERNED. 10. LARRY VOTH, 611 AL HILL FEELS THAT STOP SIGNS WOULD HAVE DONE THE JOB ON CHORRO AND THAT SPEED HUMPS ARE UNNECESSARY. CHORRO SHOULD CONTINUE TO BE USED AS AN ARTERIAL. GLAD THERE WILL BE A PUBLIC FORUM IN FUTURE. IN MEANTIME IS USING LINCOLN ST TO AVOID ROAD HUMPS. A 8l 11. HELEN ALEXANDER, CHORRO ST FEELS POLICE SHOULD ISSUE MORE TICKETS TO SPEEDING VEHICLES AND N40NEY SHOULD STAY WITH CITY AND NOT BE DISTRIBUTED TO STATE (SHE BELIEVES STATE GETS NIONEY FROM TICKETS). BELIEVES ROAD HUMPS ARE UNNECESSARY. 12. KEITII FROOMAN, CHORRO SI'. STATES THAT HE APPRECIATES WORK CITY STAFF IS DOING IN PROVIDING TRAFFIC CALMING ON CHORI:O. FEELS ROAD HUMPS ARE WORKING AND SLOWING TRAFFIC DOWN. 13. NANCY HOLLAND, RANIONA DRIVE. FEELS SHE IS BEING GREATLY INCONVENIENCED BY TRAFFIC HUMPS AND CIRCLES. PEOPLE \'1-HO LIVE ON CHORRO SHOULD UNDERSTAND THEY HAVE TO LIVE WITH TRAFFIC PROBLEMS. FEELS SPEED SHOULD BE REDUCED TO 15-20 MPH. SANTA ROSA AS AN ALTERNATE ROUTE REALLY CAN'T BE USED, THERE IS ALREADY TOO MUCH TRAFFIC ON SANTA ROSA. IT'S NOT COMFORTABLE. WHOLE COMMUNITY IS BEING INCONVENIENCED TO A GREAT DEGREE. 14. KATHERINE LONG, RANCHO DRIVE. DRIVES ON CHORRO AFTER DARK. FEELS AS VEHICLES DRIVE AROUND TRAFFIC CIRCLES THIS CAUSES LITES TO SHINE INTO ONCOMING DRIVER'S EYES. THIS COULD BE A SAFETY HAZARD. 15. TO`l KIRSCIINUN HAD LIVED ON BENTON WAY IN THE. PAST, NEAR MEINEICKE, GRANDMOTHER STILL LIVES THERE'-. "TRAFFIC CIRCLE ON MEINEICKE CREATES UNSAFE CONIATION FOR PEDESTRIANS TRYING TO CROSS BENTON IN CROSSWALKS. DRIVERS GOING AROUND TRAFFIC CIRCLES ARE POINTED IN DIRECTION OF PEDESTRIANS CROSSING STREETS. THESE ARE A HAZARD TO PEDESTRIANS. 1S WORRIED ABOUT HIS 86 YEAR OLD GRANDMOTHER. TRAFFIC CIRCLES AND HUMPS ARE UGLY. 16. JEAN WRIGHT (LIVLS AT CORNER Ol� CHORRO & MILL). APPRECIATES WHAT HAS BEEN DONE ON CHORRO TO SLOW TRAFFIC. LIVES ON CORNER OF CHORRO & MILL AND FEELS THAT TRAFFIC CONDITIONS ARE TERRIBLE -- SO SHE CAN APPRECIATE WHAT THE CHORRO ST FOLKS ARE CONCERNED WITH.. 17. LORRAINE TALLION. WHY PUT ROAD HUMPS IN WHEN YOU CAN JUST POST CORRECT SPEED LIMIT AND THEN TICKET ANYONE WHO GOES OVER IT? Y�O 18. BOB FOGEL, LOS OSOS, CA SUPPORTS SPEED HUMPS. USES CHORRO STREET TO GO DOWNTOWN DAILY. THINKS THIS IS REASONABLE. DOESN'T INCONVENIENCE HIM MUCH. 19. MR LUCAS WHEN WILL SPEED LIMIT SIGNS BE CHANGED TO 25 MPH? 20. BEATRICE BELL, FOOTHILL BLVD. TRAFFIC HUMPS AND CIRCLES MAY BE DANGEROUS. /pwadmin/chorolog /�82 CHORRO STREET HOTLINE RESPONSE LOG JULY I5-179 1996 1. LIVES IN FOOTHILL AREA - AGAINST SPEED BUMPS BECAUSE IT IS HARD ON PEOPLE'S BACKS (EVEN AT CORRECT SPEEDS OF 25-30 MPH). TRAFFIC DOES NEED TO SLOW DOWN, MAYBE MORE STOP SIGNS WOULD HELP. SOME PEOPLE FLY OVER THEM, SOME PRACTICALLY GO SO SLOW THEY ARE STOPPED. WOULD LIKE SOME OTHER SOLUTION TRIED. INTERSECTION AT CHORRO & FOOTHILL IS BAD INTERSECTION, SINCE LIGHT IS SHORTER IT IS WORSE. CARS ARE RUNNING YELLOW & RED LIGHTS BECAUSE THERE IS NOT ENOUGH TIME. LIGHT SHOULD BE TIMED DIFFERENTLY. THE MOST DANGEROUS THING IS - PEOPLE TURNING FROM FOOTHILL LEFT ONTO CHORRO (GOING DOWNTOWN) IS THE WORST. LIGHT SWITCHES WHILE YOU ARE IN MIDDLE OF TURN. 2. IF YOU WANT TRAFFIC TO SLOW DOWN TO 25 MPH, WHY DON'T YOU REMOVE 30 MPH SIGNS? WHY CAN'T WE HIRE TRAFFIC POLICE TO WRITE TICKETS FOR A MUCH CHEAPER RATE? 3. LIVED HERE MANY YEARS AND USE THIS ROUTE TO GO DOWNTOWN. IT IS VERY UPSETTING TO WASTE THIS MONEY WHEN YOU COULD FIX ALL POTHOLES IN SLO. YOU COULD USE YOUR TIME BETTER WITH SOMETHING CONSTRUCTIVE, INSTEAD OF CAUSING DIVISION BETWEEN PEOPLE. I DON'T LIVE ON CHORRO STREET. YOU WOULD THINK THESE PEOPLE WOULD HAVE MORE COMPASSION FOR PEOPLE WHO DRIVE ON THEIR STREETS. NO STREET HAS THEIR NAME ON IT, IT'S NOT A PRIVATE THING. TAKE OUT THE BUMPS AND PYLONS THEY ARE RIDICULOUS. CONSIDER WHAT YOU ARE DOING TO THE CITY. YOU ARE MAKING IT DAMN UGLY. IT'S UNBELIEVABLE AND I HOPE YOU TAKE SOME ACTION ON THIS. 4. THINKS CHORRO STREET IS FOR THE BIRDS. HAS BEEN THERE FOR 37 YEARS AND PEOPLE SHOULD KNOW THAT THERE IS LOTS OF TRAFFIC. 5. CHORRO ST FRACAS UNNECESSARY AND EXPENSIVE. SHOULD BE REMOVED AND LEFT AS A DIRECT ROUTE. 6. TRAFFIC HUMPS ON CHORRO ARE MOST IDIOTIC THING DONE TO PENALIZE 20% OF POPULATION. 7. RECOMMEND CITY WIDE PARKING DISTRICT. STUDENTS NEXT DOOR HAVE 6 OFF ROAD VEHICLES PARKED ON LAWN, IN DRIVE AND ON STREET. COULD RIDE BIKES 2 BLOCKS TO SCHOOL.PARKING DISTRICT COULD CUT DOWN ON THIS. NO PARKING ON CHORRO SO THAT BIKES COULD LIVE. 8. CHORRO WOULD HAVE BEEN BETTER BY REDUCING SPEED TO 25 MPH INSTEAD OF 30 AND HAVE A PATROL OFFICER WRITE TICKETS. STREET IS UGLY, VERY UGLY. 9. BUMPS ON CHORRO ARE TERRIBLE. SO MANY BUMPS, ONE RIGHT AFTER THE OTHER. PEOPLE THAT LIVE THERE SHOULD KNOW IT IS BUSY OR MOVE. BUMPS WILL CAUSE ACCIDENTS. SPEED LIMIT HASN'T BEEN CHANGED. TRAFFIC COP NEEDS TO BE THERE TO SLOW TRAFFIC. PEOPLE WHO DRIVE CHORRO NEED TO BE AWARE THEY HAVE TO SLOW DOWN. IT IS THE WORST THING I HAVE EVER SEEN. I AM OLDER DRIVER AND NEVER GO FAST. CARS BEHIND ME GET MAD BECAUSE I SLOW DOWN. 10. THINKS WHAT YOU HAVE DONE TO CHORRO IS INFURIATING. SHE HAS LIVED HERE FOR 32 YEARS AND THIS HAS ALWAYS BEEN THE MOST DIRECT ROUTE DOWNTOWN. IT CREATES ANGER IN ANYONE WHO LIVES IN NORTHWEST PART OF TOWN. IF YOU WANT 25 MPH WHY ARE SIGNS AT 30 MPH. PEOPLE ARE NOT MIND READERS!!!! SET LIMIT AT 25 MPH AND WRITE THEM A TICKET. QUIT CREATING ANIMOSITY AND ANGER. EXHIBIT C CIORRO AREA NEIGHBORHOOD TRAFFIC CALMING PLAIN EVALUATION _ _ . (Mr. Craig Neustaedter .November , 1996) 1/25/96 22:54 714 552 4357 PAGE 1 OF 1 CHORRO AREA NEIGHBORHOOD TRAFFIC CALMING PLAN EVALUATION FINAL REPORT NOVEMBER 1996 Report Prepared for: CITY OF SAN LUIS OBISPO Public Works Department 955 Morro Street San Luis Obispo, CA 93401 Report Prepared by: Craig S. Neustaedter, P.E., AICP Transportation Engineering & Planning P.O. Box 18355 Irvine, CA 92623 1.1/25/96 22:59 714 552 4357 PAGE 1 OF 1 TABLE OF CONTENTS Section Paae I. EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 if. BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1 1. Issue Statement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-1 2. Traffic Calming Plan Description . . . . . . . . . . . . . . . . . . . . . . . . . 11-2 3. Relevant Project Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II-6 III. TRAFFIC DATA ANALYSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I11-1 -1. Traffic Counts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . III- 2. Traffic Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . III- 3. 4. IV. ANALYSIS OF MAJOR ISSUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-1 1. Stop Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-1 2. Traffic Circles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-2 3. Speed Humps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-3 4. Traffic Signal Coordination on Santa Rosa Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV-4 5. Freeway Access at Broad Street . . . . . . . . . . . . . . . . . . . . . . . . . IV-4 V. RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-1 REFERENCES APPEDICES i �- 9�1 11/26/96 01:20 714 552 4357 PAGE 1 OF 11 I. EXECUTIVE SUMMARY 1. BACKGROUND Issue Statement: Recently the City of San Luis Obispo implemented the Chorro Area Neighborhood Traffic Calming Plan (CANTCP). The plan entails implementation of measures which are intended to reduce traffic speed and volume on Chorro Street and other streets in its vicinity. These measures included traffic circles, speed humps, additional stop signs, as well as other measures. Chorro Street is an important roadway in the City's circulation system. It is one of the few continuous north-south roadways which traverses SR-101, it provides direct access to the San Luis Obispo Downtown Area, and it provides access to SR-101 via ramps that are located on Broad Street. Many motorists on Chorro Street are inconvenienced by the new traffic calming measures which have been implemented, and over 600 have signed a petition asking City Council to reconsider their installation. City Council has directed that this review be undertaken as a step toward achieving community Traffic Calming Plan Description: The complete CANTCP is included as Appendix A. The plan is intended to achieve four objectives. These are: I - 1 11/26/96 01:21 714 552 4357 PAGE 2 OF 11 • Immediately reduce traffic speed on Chorro Street to 25 mph or less and maintain this standard. Maintain traffic speeds of 25 mph on Broad Street. • Overtime, reduce traffic volumes on Chorro Street to 5,000 vehicles per day and on Murray and Meinecke to 1,500 vehicles per day for each street and maintain these levels. • Do not allow traffic volumes to exceed standards set by the Circulation Element for any street within the Chorro area. • Monitor the compliance of all streets within the adjoining Chorro area with Circulation Element's standards for traffic speed, volume and congestion levels. Implementation of the plan measures are to be phased over time. Major measures that have been implemented to date are shown on Figure II-1. Major measures that are planned for future implementation are shown on Figure II-2. 2. TRAFFIC DATA ANALYSIS Traffic Counts: Surveys of daily traffic counts and speeds were taken before and after implementation of the first phase of the CANTCP. Thirteen locations in the study area were surveyed which are shown on Figure III-1 and are alphabetically designated. Figure III-2 and Table III-1 summarize before and after daily traffic counts. In addition, Table III-1 shows the numerical and percentage changes in the counts. I- 2 11/26/96 01:22 714 552 4357 PAGE 3 OF 11 Phase 1 implementation of the CANTCP has caused a shift of traffic from Chorro Street to Santa Rosa Street. It has also caused a nominal shift of traffic to Lincoln Ave. On Chorro Street,traffic has been reduced from a maximum of approximately 10,300 ADT, pre-project,to 7,500 ADT after implementation of the first phase. This is in accordance with the CANTCP objectives, however, it does not achieve the stated target of 5,000 ADT. In addition, the CANTCP has caused a reduction of traffic volume on Murray Street, in accordance with plan objectives, and an increase in traffic volumes on Meinecke Ave., which is contrary to the plan objectives. The plan calls for reducing traffic on Meinecke Ave. to less than 1500 ADT. Instead, traffic has been increased by 322 ADT to 2461 ADT. Traffic Speeds Chorro Street is 40 feet wide, curb to curb. With over 75 dwelling units fronting Chorro Street in a half mile segment ,the street meets the California Vehicle Code (CVC) criteria for designation as a residence district with a prima facie speed limit of 25 mph. However, according to the CVC, a speed limit is not radar enforceable unless it is based on an engineering and traffic survey which identifies the prevailing traffic speed. According to the CVC, the prevailing traffic speed is identified as the eighty-fifth percentile speed from a survey of traffic taken during a one hour off peak travel period. Figure III-3 and Table III-2 summarize before and after speeds in the CANTCP area. In addition, Table III-2 shows the numerical and percentage changes in traffic speeds. This analysis is based on observation and comparison of the eighty-fifth percentile speed. Phase 1 implementation of the CANTCP has caused a reduction in prevailing speeds on Chorro Street and Broad Street, in accordance with the plan objectives. I - 3 11/26/96 01:23 714 552 4357 PAGE 4 OF 11 Traffic Collisions Table III-3 summarizes reported traffic collisions for the approximate three year period prior to implementation of the traffic calming measures on Chorro Street. The table also summarizes the collisions that have been investigated since the measures have been implemented. There is insufficient data to determine if the traffic calming measures are effecting the rate or severity of collisions on Chorro Street.. Chorro Street at Murray Street - Prior to implementation of the CANTCP, two collisions involving pedestrians occurred at the intersection of Murray Street at Chorro Street.A marked crosswalk is located in the Murray Street median crossing. Also, stop signs are present on all approaches to this intersection including northbound and southbound approaches on Chorro. Although a cause and effect relationship has not been established at this intersection, marked pedestrian crosswalks have been found to increase pedestrian involved accidents because they provide a false sense of security. Also,the stop signs on Chorro Street reduce the natural gap in traffic at the intersection, and thereby increase the pedestrian exposure to vehicles as they cross Chorro Street. Traffic Forecasts: Figure 111-4 shows long range (20+years) daily traffic forecasts for the Chorro area. The source for these forecasts is the Chys,traffic model for General Plan build out conditions. The three streets of Broad, Chorro, and Santa Rosa constitute a "travel corridor" for north-south traffic in the study area. Any action that is done to constrict traffic flow on one of these three streets could be expected to effect flow on the other two. Also, it is I- 4 11/26/96 01:24 714 552 4357 PAGE 5 OF 11 reasonable to assume that intersecting streets connecting to these three north-south roads would be impacted. The traffic model shows that Chorro Street will have the volumes ranging from 10,200 ADTs south of Foothill Boulevard to 20,700 ADT north of Peach Street. From Meinecke Avenue south, Chorro Street would have to be sized as a four lane arterial to accommodate forecasted traffic demand. Volume on Santa Rosa Street will range from 60,300 ADT south of Foothill Boulevard to 75,600 ADT at the over crossing with SR 101. Another key point is that the model assumed that Santa Rosa Street would be constructed as a six lane arterial. However, a six lane arterial would be inadequate to accommodate forecasted traffic demand. If gridlock is to be avoided, Santa Rosa Street would need to widened to eight lanes or reconstructed as a controlled access facility with grade separated intersections. Presently, the City Council has not approved six lanes on Santa Rosa Street and, has directed that additional studies be done to identify alternative solutions to accommodate the ultimate projected travel demand. Under General Plan build out conditions, there would be a significant capacity deficiency in the travel corridor that includes Santa Rosa, Chorro and Broad Streets. Gridlock conditions should be expected unless capacity is significantly augmented primarily on Santa Rosa Street. Under the projected gridlock conditions, the traffic calming measures that have been implemented to date on Chorro Street will probably be ineffective. The measures that have been implemented only induce traffic to be diverted from Chorro Street by making it less easy to drive. If parallel streets are at gridlock conditions these measures will no longer be effective and more aggressive measures will be needed. These include I- 5 /- 99 L/26/96 01:25 714 552 4357 PAGE 6 OF 11 measures that physically divert traffic from this street such as diverters or street closures. 3. ANALYSIS OF MAJOR ISSUES Stop Controls: In the CANTCP area,the City primarily relies on three types of measures to control traffic volume and speed. These are stop signs, speed humps and traffic circles. During the first phase of the CANTCP that has been implemented, no additional stop signs have been installed. However, during the next phase of the CANTCP additional stop signs are planned for the northbound and southbound approaches of Chorro Street at Mission Street, Center Street and Peach Street. These intersections would be multi- way stop sign controlled intersections. Stop sign control warrants have not been analyzed at the intersections on Chorro Street where additional stop signs are planned, and they may not meet Caltrans warrants.With the exception of Murray Street at Broad Street, warrants have not been analyzed for the intersections in the Chorro planning area where multi-ways stop sign controls already exist.There are many problems caused by the installation of unwarranted multi-way stop sign controls. These are discussed in Section IV-1. Traffic Circles: To date three traffic circles have been installed as part of the CANTCP. These are located on Chorro Street on Mountain View, Broad Street at Mountain View and Meinecke at Benton Way. An additional traffic circle is planned for Chorro at Rougeot Place. I -6 /-/DO J26/96 01:26 714 552 4357 PAGE 7 OF 11 Traffic circles can be an effective tool to reduce traffic speed. There)effect on controlling speed depends on the frequency and size of the circles on the travel route. Larger circles in closely spaced series have been shown to be highly effective at controlling speed. Unlike unwarranted stop signs, traffic circles do not have a significant negative effect on noise, air quality or energy consumption. Traffic circles can have a negative effect on traffic safety. Observations have been made of unsafe practices caused by circles. They present an increase hazard to pedestrians bringing vehicles nearer to the curb. The deflection they impose on motor vehicles can also impede on bicyclists. Also, often vehicles will pass to the left of the circle when completing a left tum. This most frequently occurs with larger vehicles which have difficulty negotiating left turns at traffic circles. The Institute of Transportation Engineers (ITE) recommended design standards call for a minimum clearance from the outside perimeter of the traffic circle to the intersection curb return of at least 25 to 26 feet. The traffic circle that has been completed on Chorro Street at Mountain View has a clearance that is less than this standard, at approximately 13 % feet. In August 1996, City staff completed an interim evaluation of the traffic calming measures that have been implemented to date. In this evaluation, staff observed that over one third of the vehicles at the traffic circles either go over the circle or within four feet of the street curb. Staff also observed significant encroachments made by larger vehicles including fire trucks and garbage trucks as they made left turn movements. Members of the Citys bicycle committee reported that they felt "pinched" by vehicles at the traffic circle entrances and exits. The proximity to motor vehicles causes the cyclist to feel very unsafe traveling through the traffic circles. The City staff has also received letters from residents and recommendations from the City Bicycle committee which expressed this concern. I-7 1/Lb/yb Ul:L/ r14 33L 4331 eAtaz o ur 11 Speed Humps: Within the CANTCP area there are 21 locations where speed humps have been installed. These are shown on Figure II-1. Four speed humps were installed on Broad Street prior to implementation of the CANTCP. Speed humps can be an effective tool to control traffic speed. Their effectiveness depends on the profile of the hump and the spacing between humps. Speed humps can also be effective in reducing traffic volume by inducing drivers to divert to alternative routes without the humps. ITE published recommended practices for the design and application of speed humps in 1993. The recommended practices state that speed humps should only installed on local two-way residential streets with less than 3,000 vehicles per day and the speed limit of 30 miles per hour or less. The ITE guidelines also state that speed humps should not be installed on streets with significant amount of emergency vehicles or on major emergency vehicle routes. Representatives of the City Fire Department have expressed concern about the speed humps on Chorro Street (see Memorandum from Fire Chief Neumann in Appendix B). City Fire Station No.2 is located on 136 North Chorro Street, north of Foothill Boulevard. Chorro Street is used by the Fire Department as a primary route for calls south of Foothill Boulevard. The Fire Department staff believe the speed humps and the single traffic circle on Chorro Street have added up to ninety seconds to their average response time. In addition,they have noticed a significant increase of traffic on Santa Rosa Street which is also increasing their average response time. The Police Department reports that the devices are not significantly effecting their response time (see Memorandum from I- 8 /-/0.2- 1/26/96 01: 28 714 552 4357 PAGE 9 OF 11 Captain Chelquist in Appendix B). The Fire Department staff have not been able to attribute additional maintenance requirements due to the speed humps. However, there is a concern that the humps are causing stress cracks to the under carriages of fire vehicles. The Police Department has experienced no increase in vehicle maintenance that is attributable to the speed humps. Traffic Signal Coordination on Santa Rosa Street Santa Rosa Street is a primary north-south route in the City of San Luis Obispo. North of Marsh Street, Santa Rosa Street is part of SR 1. Signalized intersections are controlled by Caltrans. Currently these signals are not coordinated; consequently traffic is not moving at an optimal level. Signal coordination will improve traffic flow on Santa Rosa Street and thereby draw through traffic away from Chorro Street. The City is awaiting approval from Caltrans to implement signal timing coordination changes on Santa Rosa Street from Foothill Boulevard to Walnut Street. These changes will extend the synchronization of signal timing on Santa Rosa Street from Mill Street to Marsh Street. The City's Public Works staff anticipate that the signal timing coordination changes will be implemented in the first week of December. Freeway Access at Broad Street One of the inducements for drivers.to use Chorro Street is that it provides access to SR 101 via Broad Street. Closure of the westbound off-ramp and eastbound on-ramp at Broad Street is necessary because the ramps are too close to ramps at Osos Street and create a capacity deficiency on the freeway. Removal of the westbound off-ramp and eastbound on-ramp at Broad Street will improve traffic flow on SR 101 as well as reduce traffic on Chorro Street. I- 9 !-403 1/26/96 01:29 714 552 4357 PAGE 10 OF 11 4. RECOMMENDATIONS The following twelve recommendations are proposed in light of the analysis and findings contained in this report: 1. Intersections within the CANTCP area should continue to be monitored for collision patterns that may be the consequence of implementation of traffic calming measures. 2. Implement neighborhood speed watch or photo radar program to control speed on Chorro Street. 3. Remove all speed humps from Chorro Street. Speed humps can be retained on cross street and Broad Street. 4. Review intersections in the CANTCP area where multi-way stop sign controls have been installed are a plan for installation. If Caltrans warrants are not met, multi-way stop controls should not be retained. In their place traffic circles should be considered. 5. Establish siting criteria and design standards for traffic circles on residential intersections. 6. Review existing traffic circles on Chorro Street at Mountain View Street, Broad Street at Mountain View Street and Benton Way at Meinecke Avenue to determine if they meet site location criteria and design standards. I - 10 1-10 ' L1/26/96 01:30 714 552 4357 PAGE 11 of 11 7. Reevaluate the proposed construction of a traffic circle on Chorro Street at Rougeot Place. 8. Implement coordination of signal timing for intersections on Santa Rosa Street from Foothill Boulevard to Walnut Street. 9. Remove westbound off-ramp at eastbound on-ramp to SR 101 from Broad Street. 10. Remove Chorro Street from Peach Street to Foothill Boulevard from the City's bicycle transportation plan network. 11. Develop a long range plan to address forecasted capacity deficiencies on Santa Rosa Street. 12. Amend the City s Circulation Element Programs and Policies concerning neighborhood traffic management for the following: a) increase the threshold of requesting households necessary to initiate a traffic management plan, b) consider the impact of the plan on the motoring public and c) make the plan's beneficiaries responsible for the cost of plan development and implementation. I - 11 u. BACKGROUND 1. ISSUE STATEMENT Recently the City of San Luis Obispo implemented the Chorro Area Neighborhood Traffic Calming Plan (CANTCP). The plan entails implementation of measures which are intended to reduce traffic speed and volume on Chorro Street and other streets in its vicinity. These measures included traffic circles, speed humps, additional stop signs, as well as other measures. The plan was developed by Chorro Area neighborhood residents with support from City staff. Chorro Street is an important roadway in the City's circulation system. It is one of the few continuous north-south roadways which traverses SR-101, it provides direct access to the San Luis Obispo Downtown Area, and it provides access to SR-101 via ramps that are located on Broad Street. Many motorists on Chorro Street are inconvenienced by the new traffic calming measures which have been implemented, and over 600 have signed a petition asking City Council to reconsider their installation. To achieve community consensus City Council has directed staff concerning the following tasks prior to a public hearing on the CANTCP in December: 1. Initiate a dialog with six focus groups including neighborhood residents and Chorro Street users. 2. Hire a traffic engineering consultant to review the plan and prepare an independent assessment. The author of this report has been engaged by the City staff in response to Council directive to prepare an independent assessment of the plan. II-1 2. TRAFFIC CALMING PLAN DESCRIPTION The complete CANTCP is included as Appendix A. 1. Planning Area A map of the plan area is included in Appendix A. The plan area extends from Foothill Boulevard on the north; to SR-101 on the south with a segment of Chorro Street extending beyond SR-101 to Peach Street. The plan area encompasses Broad Street, Mission Lane and Hill Street on the west; and extends to North Santa Rosa Street on the east. 2. Plan Objectives The plan is intended to achieve four objectives. These are: • Immediately reduce traffic speed on Chorro Street to 25 mph or less and maintain this standard. Maintain traffic speeds of 25 mph on Broad Street. • Overtime, reduce traffic volumes on Chorro Street to 5,000 vehicles per day and on Murray and Meinecke to 1,500 vehicles per day for each street and maintain these levels. • . Do not allow traffic volumes to exceed standards set by the Circulation Element for any street within the Chorro area. • Monitor the compliance of all streets within the adjoining Chorro area with Circulation Element's standards for traffic speed, volume and congestion levels. 11-2 I-Io7 '.1/ 4 V/ /V V V•J• r r ... .... 3. Plan Measures Implementation of the plan measures are to be phased over time. Major . measures that have been implemented to date are shown on Figure II-1. These include: • Traffic circles on Chorro Street at Mountain View, Broad Street at Mountain View, and Meinecke at Benton, • Sateen new speed humps including nine humps on Chorro Street, three on Murray Street, and three on Broad Street, • Elimination of exclusive southbound left turn lane on Chorro Street at Foothill Boulevard, • Reduce length of exclusive northbound left turn lane on Chorro Street at Lincoln, • Advisory signs directing through and truck traffic to use Santa Rosa instead of Chorro Street. Major measures that are planned for future implementation are shown on Figure II-2. These include: • A traffic circle on Chorro Street at Rougeot Place. • Stop signs on northbound and southbound approaches of Chorro Street at Mission Street, Center Street and Peach Street. • Signal coordination on Santa Rosa Street from Walnut to Foothill Blvd (planned for implementation by the first week of December, 1996). 11-3 -/08 11/25/96 18:48 714 552 4357 PAGE 2 OF 7 .� Foothill Blvd. �� F -� Rougeot Pl. Romona Dr.T F. -� T --�Melnecke Ave. L o N -� 'r' -i Murray St. ALIX AJ" Serrano Dr. 1 F- West St. 0 m a Mission St. T F- 1 711 r So -A Venable St. O o_ a � center St. a V 'C y � St. Q` < � gam. J r°sG t� o� �s'r N PA[i MEA9AE5 AOld Style.Burnt. T St,:r Sign ANew Style,Huvmi> t Thmugh Lane IN PLACE MEASURES. e Speed Tabh Fn•• Right Turn F Traffic Or: : i�i.it.dThmugh/Left Chorro Area Neighborhood FIGURE rt�•� Traffic Calming Plan Evaluation n.l II-4 A/25/96 18:49 714 552 4357 PAGE 3 OF 7 Foothill Blvd, Rougeot PI. s Rornona Dr. Mllelneeks Ave. N s p o o � � N Murrry St. r Serrano Dr. West St. m CL N � Mission St. 9 S Venable St. moo, r o_ ,t Oenter St. 1 m St. J sr 0,o� Q�`r � Nf y �,�M60.4mE5 O Traffic('m PLANNED MEASURES T Stop Sign O Chorro Area Neighborhood FIGURE Entrann r: ,t„n„xu•nt Traffic Calming Plan Evaluation II_2 II-5 / -//d 3. RELEVANT PROJECT DOCUMENTS • City of San Luis Obispo General Plan Circulation Element (1982) - Designates Chorro Street within the plan area as an Arterial Street with two to four travel lanes and a desired maximum level of service (LOS) of D. • City of San Luis Obispo Bicycle Transportation Plan (October 27, 1993) - Designates Chorro Street as a Class III bike route from Highland to Lincoln and a Class II bike lane from Lincoln to Mill. • City of San Luis Obispo Circulation Element (November 29, 1994) - Designates Chorro Street as a Residential Collector with two travel lanes, a maximum average daily traffic (ADT) of 5,000, and a maximum travel speed of 25 mph. • City Council Chorro Area Neighborhood Traffic Calming Plan (February 20, 1996) - Staff Report submitted to Council providing information and support of Resolution 8498 adopting the CANTCP. • Interim Evaluation Chorro Street Area Traffic Calming Project (August 16, 1996) - Evaluates speed humps and traffic circles on traffic speeds; presentation of field observations on how these devices are affecting traffic flow. I I-6 4. CHRONOLOGY Year 1989 City initiates update of Circulation and Land Use Elements of the General Plan. 1993 Neighborhood residents organize to address traffic concerns on Chorro Street. 1994 City Council adopts Updated Circulation Element reclassifying Chorro Street as a Residential Collector street with a maximum 5,000 ADT and 25 mph speed limit. August 1995 City Council directs staff to assist residents to develop a traffic calming tan for Chorro Street. Fall 1995 Neighborhood residents hold two workshops and prepare a survey on traffic calming devices to be considered for implementation in the Chorro Street area. Draft plan distributed to area households. November 1995 Draft Traffic Calming Plan is released. February 1996 Council approves the CANTCP and authorizes its phased im lementation. August 1996 City staff completes interim evaluation on the effects of speed humps and traffic circles in the plan area. Summer 1996 Council receives petition from over 600 residents calling for reconsideration of Chorro Street speed humps and traffic calming devices. 11-7 �1�� 11/26/96 00:47 714 552 4357 PAGE 2 OF 11 111. TRAFFIC DATA ANALYSIS 1. TRAFFIC COUNTS Surveys of daily traffic counts and speeds were taken before and after implementation of the first phase of the CANTCP. Thirteen locations in the study area were surveyed which are shown on Figure III-1 and are alphabetically designated. Figure III-2 and Table III-1 summarize before and after daily traffic counts. In addition, Table III-1 shows the numerical and percentage changes in the counts. Observation of notable changes in traffic volumes include the following: Reduction of traffic volumes on Chorro Street ranging from 14% or 1422 ADT south of Rougeot to 32% or 3257 ADT, south of Mission Street. Increase of traffic volume on Santa Rosa Street, north of Montalban Street by 7% or 2503 ADT. Increase of traffic volume on Lincoln Ave., south of Montalban Street by 89% or 265 ADT. Reduction of traffic volume on Murray Street of 22% or over 400 ADT east and west of Chorro Street. Increase of traffic volume on Meinecke Street , east of Chorro Street by 15% or 322 ADT. Figure III-1 111-1 /-/i3 .1/25/96 18:49 714 552 4357 PAGE 4 of 7 Foothill Blvd. Rou eot PI. 0 Romona Dr. AO Melnecke Ave.N :o o o o ' D N to Murray St. Serrano Dr. O n West St. O u, Mission St. O K G �3o Venable St. r 7� O o Oo center St. s St. J g+� S+f CIO CoA Q� a� Sup"Ty LOC TRAFFIC SURVEY LOCATIONS Chorro Area Neighborhood F1GLME Traffic Calming Plan Evaluation ni.1 III-2 /_//� .1/25/96 18:50 714 552 4357 PAGE 5 OF 7 Foothill Blvd. Rougeot PI. � Romona Dr. ° 1.817 Mainacke FAve. m A r Murray St. Serrano Dr. West St. m c r µisslon St. 0 • � a •o o � � Venable �o o St. 1 j Center St. N ON w St. �¢ X6 sj � Quo �P iepMfe Coln Average Daily 1rhr!+::in Tl,.+u.ands BEFORE AND AFTER PROJECT xx.x Lxx_x TRAFFIC COUNTS Chorro Area Nel hborhood FIGURE Pro-Pt��j��t :•>�=r«•i� .� Trafflc Calming Plan Evaluation 111.2 III-3 1/25/96 22 :46 714 552 4357 PAGE 1 OF 1 TABLE III-1 DAILY TRAFFIC VOLUME COMPARISON ADT Map Pre- Post Numerical Percent Key Location Project Implementation Change Change A Chorro,s/o Rougeot 7,387 5,965 -1422 -19% B Meinecke,w/o Chorro 1,822 1,725 -97 -5% C Meinecke, e/o Chorro 2,139 2,461 322 15% D Chorro, s/o Meinecke 9,264 6,360 -2904 -31% E Murray,w/o Chorro 1,887 1,475 -412 -22% F Murray,e/o Chorro 1,969 1,544 -425 -22% F' Chorro,s/o West 10,015 6,936 -3079 -31% G Chorro,s/o Mission 10,276 7,019 -3257 -32% H Broad, s/o Mission 2,183 2,188 5 neg H' Broad,s/o Serrano . 2,449 2,517 68 3% 1 Lincoln,s/o Montalban 298 563 265 89% J Chorro,s/o Center 10,200 7,512 -2688 -26% K Santa Rosa, n/o Montalban 1 35,049 1 37,552 265 7% III-4 j-1/ro 11/26/96 00:49 714 552 4357 PAGE 5 OF 11 In summary, Phase 1 implementation of the CANTCP has caused a shift of traffic from Chorro Street to Santa Rosa Street. It has also caused a nominal shift of traffic to Lincoln Ave. On Chorro Street, traffic has been reduced from a maximum of approximately 101300 ADT, pre-project, to 7,500 ADT after implementation of the first phase. This is in accordance with the CANTCP objectives, however, it does not achieve the stated target of 5,000 ADT. In addition, the CANTCP has caused a reduction of traffic volume on Murray Street, in accordance with plan objectives, and an increase in traffic volumes on Meinecke Ave., which is contrary to the plan objectives. The plan calls for reducing traffic on Meinecke Ave. to less than 1500 ADT. Instead, traffic has been increased by 322 ADT to 2461 ADT. 2. TRAFFIC SPEEDS Chorro Street is 40 feet wide, curb to curb. With over 75 dwelling units fronting Chorro Street in a half mile segment,the street meets the California Vehicle Code (CVC) criteria for designation as a residence district with a prima facie speed limit of 25 mph. However, according to the CVC, a speed limit is not radar enforceable unless it is based on an engineering and traffic survey which identifies the prevailing traffic speed. According to the CVC,the prevailing traffic speed is identified as the eighty-fifth percentile speed from a survey of traffic taken during a one hour off peak travel period. Figure 111-3 and Table III-2 summarize before and after speeds in the CANTCP area. In addition, Table III-2 shows the numerical avid percentage changes in traffic speeds. This analysis is based on observation and comparison of the eighty-fifth percentile speed. Observation of notable changes in traffic speeds include the following: Figure III-3 III-5 L1/25/96 18:50 714 552 4357 PAGE 6 of 7 - V:oothlll 91vd. Rougeot PI. Romona Dr. m Melneeke �' 28.4 24.4jr W Ave. N 28.4 28.8 7„ a O O N � a � N Murrey St. Serrano Dr. A 29.2 24.8 29.9 24.9 N West St. A a, r O N 7 A Mission SL ; as 9- Venable m . % St. .CP ip e� w s Center St. C9 u� O p St. � eyt• �Z. y/ `� fit. s . mor f Q �4 o„ "o �f ase,a.rrie. 851hrcrcena)l•. :ived: BEFORE AND AFTER PROJECT xx.x Lx.x 85th PERCENTILE SPEED Fre prof �:pr�:;on Chorro Area Neighborhood FIGURE Traffic Calming Pian Evaluation M.3 III-6 p L/25/96 22:50 714 552 4357 PAGE 1 OF 1 TABLE 111-2 SPEED COMPARISON 85th Percentile Speed Map Pre- Post Numerical Percen Key Location Project Implementation Change t Chang e A Chorro,s/o Rougeot 29.9 30.0 .1 neg B Meinecke,w/o Chorro 28.4 24.4 -4.0 -14% C Meinecke, e/o Chorro 28.4 28.8 .4 1% D Chorro,s/o Meinecke 28.9 24.4 4.5 -16% E Murray,w/o Chorro 29.2 24.6 4.6 -16% F Murray,e/o Chorro 29.9 24.9 -5.0 -17% 1= Chorro,s/o West 34.6 27.8 -6.8 -20% G Chorro,s/o Mission 35.1 30.4 4.7 -13% H Broad,s/o Mission 30.8 26.5 4.3 -14% H' Broad,s/o Serrano 24.5 24.5 0 0% I Lincoln,s/o Montalban 29.8 31.2 1.4 5% J Chorro,s/o Center 35.4 29.4 -6.0 -17% K I Santa Rosa, n/o Montalban 1 40.2 1 40.2 1 0 0% III-7 p 11/26/96 00:50 714 552 4357 PAGE 7 OF 11 Reduction of traffic speeds on Chorro Street ranging from 16% or 4.5 mph south of Meinecke to 20%or 6.8 mph, south of West Street. However, traffic speed has slightly increased by .1 mph, south of Rougeot. Reduction of traffic speeds on Broad Street, south of Mission Street by 14% of 4.3 mph. Reduction of traffic speeds on Murray Street, east of Chorro Street by 17% or 5 mph. Increase of traffic speeds on Lincoln Ave., south of Montalban Street by 5% or 1.4 mph. In summary, Phase 1 implementation of the CANTCP has caused a reduction in prevailing speeds on Chorro Street and Broad Street, in accordance with the plan objectives. Increases in traffic speed cited above are not considered significant. 3. TRAFFIC COLLISIONS Table III-3 summarizes reported traffic collisions for the approximate three year period prior to implementation of the traffic calming measures on Chorro Street. The table also summarizes the collisions that have been investigated since the measures have been implemented. There is insufficient data to determine if the traffic calming measures are affecting the rate or severity of collisions on Chorro Street. Collision patterns to watch for in the future that may be the result of implementation of traffic calming measures include collisions involving pedestrians or bicyclists, broad sides, rear enders, and head-on collisions. Table III-3 III-s �-1�2d L1/26/96 00:51 714 552 4357 PAGE 8 OF 11 Chorro Street at Murray Street - Prior to implementation of the CANTCP, two collisions involving pedestrians occurred at the intersection of Murray Street at Chorro Street.A marked crosswalk is located in the Murray Street median crossing. Also, stop signs are present on all approaches to this intersection including northbound and southbound approaches on Chorro. Marked pedestrian crosswalks have been found to increase pedestrian involved accidents because they provide a false sense of security. This finding was originally made by the City of San Diego, and subsequently verified by the City of Long Beach.The author has confirmed this finding by personal experience in the City of Moreno Valley. Also,the stop signs on Chorro Street reduce the natural gap in traffic at the intersection, and thereby increase the pedestrian exposure to vehicles as they cross Chorro Street. 4. Traffic Forecasts Figure III-4 shows long range(20+years) daily traffic forecasts for the Chorro area. The source for these forecasts is the City's traffic model for General Plan buildout conditions. The three streets of Broad, Chorro, and Santa Rosa constitute a "travel corridor" for north-south traffic in the study area. Any action that is done to constrict traffic flow on one of these three streets could be expected to affect flow on the other two. Also, it is reasonable to assume that intersecting streets connecting to these three north-south roads would be impacted. The traffic model shows the traffic volume on Broad Street ranging from 1,500 ADT to 8,500 ADT north of SR 101. The existing two-lane roadway will provide sufficient capacity for these projected traffic volumes. III-9 .1/25/96 18:50 714 552 4357 PAGE 7 OF 7 22.8 24.1 28.1 pooth11181vd• \P10 Rou eoo Romona Dr. C in 2.a 3.2 Meinecke Ave. 4.7 5.8 p R O m O 3.1 3.2 N Murray St. 5.0 r r.s 4.7 Serrano Dr. v West St. ON m a. 0 D a N mission St. � .4p 9� Venebie 8t. r a' o s Center St. > �o 41b St. �Q► O y btbL 5� s gam' or sf c Qe� s'r C.enerd Aar 9Jd�� GF..NERAL PLAN BUILDOUT xx.x Average i )ally TRAFFIC FORECASTS Traffic m "1•awsandr Chorro Area Neighborhood FIGURE Ti J Traffic Calming Plon Evaluation IU-4 III-10 11/26/96 00:53 714 552 4357 PAGE 10 OF 11 The traffic model shows that Chorro Street will have the volumes ranging from 10,200 ADTs south of Foothill Boulevard to 20,700 ADT north of Peach Street indicating a buildup of traffic from north to south on Chorro Street. From Meinecke Avenue south, Chorro Street would have to be sized as a four lane arterial to accommodate forecasted traffic demand. Volume on Santa Rosa Street will range from 60,300 ADT south of Foothill Boulevard to 75,600 ADT at the over crossing with SR 101. Another key point is that the model assumed that Santa Rosa Street would be constructed as a six lane arterial. However, a six lane arterial would be inadequate to accommodate forecasted traffic demand. If gridlock is to be avoided, Santa Rosa Street would need to widened to eight lanes or reconstructed as a controlled access facility with grade separated intersections. Presently, the City Council has not approved six lanes on Santa Rosa Street and, has directed that additional studies be done to identify alternative solutions to accommodate the ultimate projected travel demand. Under General Plan build out conditions, there would be a significant capacity deficiency in the travel corridor that includes Santa Rosa, Chorro and Broad Streets. Gridlock conditions should be expected unless capacity is significantly augmented primarily on Santa Rosa Street. Under the projected gridlock conditions, the traffic calming measures that have been implemented to date on Chorro Street will probably be ineffective. The measures that have been implemented only induce traffic to be diverted from Chorro Street by making it less easy to drive. If parallel streets are at gridlock conditions these measures will no longer be effective and more aggressive measures will be needed. These include . measures that physically divert traffic from this street such as diverters or street closures. III-11 /�/02 3 L/25/96 22 :55 714 552 4357 PAGE 1 OF 1 < g c D v r m r mo m 3 a m o N N n 7 O Com. fyfl � S OM m O XC) m C) Q < r. O N o . O QU� ::n► m 3 0 m m � 3 r Z W W Z DEAD r,> w Dm �m Z� Z ama mw >ww m �a cY v c w q.a) m o , o an d c8 w 0 caa +a Q6 a D 0 (D 0 0a O a O a O as as Om m m CL 3 �+ a �a n.� a m a m .... m m Z 1 1 O a 0 O 1 Q) C= .1 1 1 O a a 0 m > > O f a m f f y m f m of�•d 3 f A d 0 A S _x cn m mmm QQn mQ co co Q -n >M> Q;u Qmm O o m m ooimooi mmo norm mw CQ m 5M3 CDw www S mm o o m , m „ S `p f NNN ' CL fA �LfaA O O 06 -3 " m � mm O ^' m m mmm CL CL a m m mm CD �� n ate- n go 1� me j :3 � m m � A � AOL r r N O Z O O O c c c' c'c'c za �`c' O`c' c c' 0 c o` 'c' cc` ' c'c O O O 12 Q Z2 Q O,2 O,2 2Q O O O 12Q m e co m m mmm 000 mm mm mm co mmco mm mom M O O A cn cn W.a cif WW cn cn W d cn U1 0 O 00 4, 0 0 O O b -+00 0-+ 0 000 000 m0 O C500 00 000 U1 V Ln -�0 m- V yl W m W u v N 1 t 1 1 1 1 1 1 1 I 1 1 ( 1 1 r 1 1 1 1 l] O N ��O �� W 00 NN O 0 -+ N � O � N V 0Nm U10W 00 NCT -gym 0 - OW AW VA0 w III-1 � 1/26/96 00:37 714 552 4357 PAGE 1 OF 6 IV. ANALYSIS OF MAJOR ISSUES 1. STOP CONTROLS In the CANTCP area the City primarily relies on three types of measures to control traffic volume and speed. These are stop signs, speed humps and traffic circles. Prior to implementation of the first phase of the CANTCP, the City installed multi-way stop sign controls at the following intersections: Chorro at Meinecke Avenue Chorro at Murray Street Chorro at Lincoln Avenue Broad Street at Meinecke Avenue Broad at Mission Street Broad Street at Center Street Broad Street at Lincoln Avenue During the first phase of the CANTCP that has been implemented no additional stop signs have been installed. However, during the next phase of the CANTCP additional stop signs are planned for the northbound and southbound approaches of Chorro Street at Mission Street, Center Street and Peach Street. These intersections would also be multi-way stop sign controlled intersections. Chapter IV of the Caltrans Traffic Manual, contains its policy concerning installation of mufti-way stop sign controls and identifies criteria (called warrants) for their installation. The City has adopted a policy to allow the installation of stop signs at intersections in residential areas that do not meet Caltrans warrants. Stop sign control warrants have not been analyzed at the intersections on Chorro Street where additional stop signs are planned, and they may not meet Caltran's warrants. With the exception of Murray Street at Broad Street, warrants have not been analyzed for the IV-1 1—/e2S 1/26/96 00:38 714 552 4357 PAGE 2 OF 6 intersections in the Chorro planning area where multi-ways stop sign controls already exist. There are many problems concerning the installation of unwarranted multi-way stop sign controls. These include the following: 1. Compliance-Compliance is better where there is a balance of traffic on the main street and cross streets. Multi-way stop signs posted at intersections where there is a low volume on the cross street will result in reduced compliance. 2. Speed Control - Additional stop signs are often thought of as means to control speed. However, several studies have done ( including studies done by the author)which show stops signs are extremely ineffective at controlling speed. In fact,drivers will frequently increase speed when they perceive that they have been delayed by additional unwarranted stop signs. 3. Safety- Unwarranted mufti-way stop signs controls can decrease safety. This is due to the compliance issue which is discussed above. Reduced compliance directly contributes to poor safety at the intersection. 4. Motorist Delay - The unwarranted use of stop signs increases vehicle delay. While the proper use of multi-way stop signs causes the increase in delay on the main street it is offset by the reduced delay on the cross street. In an unwarranted situation,there is minimal delay on the side street, and overall delay is increased significantly by the required stop of all traffic on the main street. 5. Environmental Effects - The unwarranted use of stop signs affects the environment in terms of air pollution, noise impacts and fuel consumption. 6. Pedestrian Exposure - Although it is general believed that stop control intersections provide increase safety for pedestrians, this may not be accurate at locations where adequate gaps in traffic exist and the stop signs are unwarranted. If the stops sign is installed under these conditions, a vehicle is present at the IV-2 11/26/96 00:39 714 552 4357 PAGE 3 OF 6 intersection for a much longer period while is slows, stops, and accelerates. This increases the exposure time of a pedestrian to vehicles and reduces or eliminates the natural gaps in traffic at the intersection by increasing the time each vehicle is present. 2. TRAFFIC CIRCLES To date three traffic circles have been installed as part of the CANTCP. These are located on Chorro Street on Mountain View, Broad Street at Mountain View and Meinecke at Benton Way. An additional traffic circle is planned for Chorro at Rougeot Place. Traffic circles can be an effective tool to reduce traffic speed. There effect on controlling speed depends on the frequency and size of the circles on the travel route. Larger circles in closely spaced series have been shown to be highly effective at controlling speed. Unlike unwarranted stop signs traffic circles do not have a significant negative effect on noise, air quality or energy consumption. Traffic circles can have a negative effect on traffic safety. Observations have been made of unsafe practices caused by circles. They present an increase hazard to pedestrians bringing vehicles nearer to the curb. The deflection they impose on motor vehicles can also impede on bicyclists. Also, often vehicles will pass to the left of the circle when completing a left turn. This most frequently occurs with larger vehicles which have difficulty negotiating left turns at traffic circles. ITE recommended design standards call for a minimum clearance from the outside perimeter of the traffic circle to the intersection curb return of at least 25 to 26 feet. The City of Seattle recommends a Clarence of 18 feet. The traffic circle that has been completed on Chorro Street at Mountain View has a clearance that is less than this standard, at approximately 13 % feet. In August 1996, City staff completed an interim evaluation of the traffic calming measures that have been implemented to date. In this evaluation, staff observed that over one third of the vehicles at the traffic circles either go over the circle or within four feet of the street IV-3 1-1027 11/26/96 00:40 714 552 4357 PAGE 4 OF 6 curb. Staff also observed significant encroachments made by larger vehicles including fire trucks and garbage trucks as they made left turn movements. Members of the City's bicycle committee reported that they felt "pinched" by vehicles at the traffic circle entrances and exits. The proximity to motor vehicles causes the cyclist to feel very unsafe traveling through the traffic circles. The City staff has also received letters from residents and recommendations from the City Bicycle committee which expressed this concern. 3. SPEED HUMPS Within the CANTCP area there are 21 locations where speed humps have been installed. These are shown on Figure II-1. Four speed humps were installed on Broad Street prior to implementation of the CANTCP. These are an older design with a relatively high profile of 3 inches. These are relatively difficult for vehicles to traverse. Nine new style humps were installed on Chorro Street as the first phase of the CANTCP. These have a lower profile of 2 5/8 inches. In addition, one speed table has been constructed on Chorro Street north of Mission Street. A speed table is a unique type of speed hump. Between the ascending and descending ramp of the hump there is a level platform. The speed table has been constructed to facilitate pedestrian crossings of Chorro Street north of Mission Street. Additional new style speed humps that have been installed include three humps on Murray Street, and four humps on Broad Street, south of Mission Street. Speed humps can be an effective. tool to control traffic speed. Their effectiveness depends on the profile of the hump and the spacing between humps. Speed humps can also be effective in reducing traffic volume by inducing drivers to divert to alternative routes without the humps. Speed humps have not been found to pose a traffic safety hazard when properly designed and installed at appropriate locations. The Institute of Transportation Engineers (ITE) published recommended practices for the design and application of speed humps in 1993. The recommended practices state that speed humps should only installed on IV-4 1/26/96 00 : 41 714 552 4357 PAGE 5 OF 6 local two-way residential streets with less than 3,000 vehicles per day and the speed limit of 30 miles per hour or less. The ITE guidelines also state that speed humps should not be installed on streets with significant amount of emergency vehicles or on major emergency vehicle routes. Representatives of the City Fire Department have expressed concern about the speed humps on Chorro Street (see Memorandum from Fire Chief Neumann in Appendix B). City Fire Station No. 2 is located on 136 North Chorro Street, north of Foothill Boulevard. Chorro Street is used by the Fire Department as a primary route for calls south of Foothill Boulevard. The Fire Department staff believe the speed humps and the single traffic circle on Chorro Street have added up to ninety seconds to their average response time. In addition,they have noticed a significant increase of traffic on Santa Rosa Street which is also increasing their average response time. The Police Department reports that the devices are not significantly affecting their response times (see Memorandum from Captain Chelquist in Appendix B). The Fire Department staff have not been able to attribute additional maintenance requirements due to the speed humps. However, there is a concern that the humps are causing stress cracks to the under carriages of fire vehicles. The Police Department has experienced no increase in vehicle maintenance. 4. TRAFFIC SIGNAL COORDINATION ON SANTA ROSA STREET Santa Rosa Street is a primary north-south route in the City of San Luis Obispo. North of Marsh Street, Santa Rosa Street is part of SR 1. Signalized intersections are controlled by Caltrans. Currently these signals are not coordinated; consequently traffic is not moving at an optimal level. Signal coordination will improve traffic flow on Santa Rosa Street and thereby draw through traffic away from Chorro Street. The City is awaiting approval from Caltrans to implement signal timing coordination changes on Santa Rosa Street from Foothill Boulevard to Walnut Street. These changes will extend the synchronization of signal timing on Santa Rosa Street from Mill Street to IV-5 l-l�q 11/26/96 00:43 714 552 4357 PAGE 6 OF 6 Marsh Street.The City's Public Works staff anticipate that the signal timing coordination changes will be implemented in the first week of December. 5. OTHER MODIFICATIONS TO SIGNALIZE INTERSECTIONS The City is implementing a number of changes to signalized intersections to promote a shift of through traffic away from Chorro Street. Measures that have been implemented to make Chorro less desirable to through traffic include: removal of southbound left turn lane on Chorro Street at Foothill Boulevard; shortening of northbound left turn lane on Chorro Street at Lincoln; decrease in percentage of green time of the signal cycle assigned to Chorro Street at Foothill Boulevard. 6. FREEWAY ACCESS AT BROAD STREET One of the inducements for drivers to use Chorro Street is that it provides access to SR 101 via Broad Street. The City staff has previously recommended partial closure of the Broad Street ramps accessing SR 101. Closure of the westbound off-ramp and eastbound on-ramp at Broad Street is necessary because the ramps are too close to ramps at Osos Street and create a capacity deficiency on the freeway. Removal of the westbound off-ramp and eastbound on-ramp at Broad Street will improve traffic flow on SR 101 as well as reduce traffic on Chorro Street. IV-6 V. RECOMMENDATIONS The following twelve recommendations are proposed in light of the analysis and findings contained in the previous sections. 1. Recommendation - Intersections within the CANTCP area should continue to be monitored for collision patterns that may be the consequence of implementation of traffic calming measures. Discussion-There is insufficient data available at this time to determine if traffic calming measures are impacting collision rates. An increase in collisions involving pedestrians, bicyclist, broad sides, head ons and rear enders can be the result of their implementation. The intersection of Chono Street at Murray should be monitored because there has been two pedestrian involved collisions in an 18 month period at this intersection. 2. Recommendation - Implement neighborhood speed watch or photo radar program to control speed on Chorro Street. Discussion - These are two types of enhanced traffic enforcement that can contribute to speed reductions. A neighborhood speed watch program could be implemented that is patterned after a program that is currently in place in the City of San Diego. In this program, residents are trained to assist in identifying speeders who are then notified that they have been observed speeding in their neighborhood. A more aggressive program is the photo radar program that has been implemented in the City of Riverside. In this program, a mobile radar trailer is used that is equipped to take photos of speeders. The police department then identifies the owners of the speeding vehicles from their license plates and the vehicle owners are issued speeding citations. To use radar enforcement the speed limit must be based on the prevailing speed which has been identified in an engineering and traffic survey, in accordance with CVC requirements. V-1 /-/3/ 3. Recommendation - Remove all speed humps from Chorro Street. Speed humps can be retained on cross street and Broad Street. Discussion - Installation of speed humps on Chorro Street is inconsistent with ITE recommended practice which recommends against installation on streets with an ADT greater than 3,000, or on streets that are frequently used by emergency vehicles. In addition, the City Fire Department has said that the speed humps on Chorro Street are increasing response times by as much as 90 seconds from Fire Station No. 2. 4. Recommendation - Review intersections in the CANTCP area where multi-way stop sign controls have been installed are a plan for installation. If Caltrans warrants are not met, multi-way stop controls should not be retained. In their place traffic circles should be considered. Discussion - The negative impact of unwarranted stop signs is well documented. Although more costly to install, the traffic circle is an effective measure to reduce traffic speed. 5. Recommendation - Establish siting criteria and design standards for traffic circles on residential intersections. Discussion - Criteria should be developed which address the considerations affecting the siting of traffic circles including: sight distance, pedestrian and bicycle traffic, cross gutters, street drains, and street lighting. A design standard should also be developed which addresses: traffic circle diameter, clearance from perimeter of traffic circle to intersection curb return, and design of mountable curb for the traffic circle perimeter. The City of Seattle and ITE recommended standards are two references that may be used to develop a standard for the City on San Luis Obispo. V-2 /-13� 11/26/96 01:03 714 552 4357 PAGE 3 OF 5 6. Recommendation - Review existing traffic circles on Chorro Street at Mountain View Street, Broad Street at Mountain View Street and Benton Way at Meinecke Avenue to determine if they meet site location criteria and design standards. Discussion -As indicated above in Recommendation No. 5, the City should adopt site location criteria and design standards for traffic circles. These should be applied to the temporary traffic circles that are already in place. 7. Recommendation - Reevaluate the proposed construction of a traffic circle on Chorro Street at Rougeot Place. Discussion - Due to possible vertical and horizontal sight distance limitations. This intersection may not be appropriate for a traffic circle. 8. Recommendation - Implement coordination of signal timing for intersections on Santa Rosa Street from Foothill Boulevard to Walnut Street. Discussion-City staff is working with Caltrans to implement traffic signal coordination on Santa Rosa Street. This will make Santa Rosa Street a more desirable route for through traffic and facilitate diversion to it from Chorro Street. The City anticipates the signal coordination plan will be implemented by the first week of December, 1996. 9. Recommendation- Remove westbound off-ramp at eastbound on-ramp to SR 101 from Broad Street. Discussion - Removal of these ramps will reduce the attractiveness of Chorro Street which serves as a route for through traffic to access SR 101 via Broad Street. In addition, the removal of these ramps will eliminate a major bottleneck caused by the limited weaving section on SR 101 between Broad Street and Osos Street. 10. Recommendation- Remove Chorro Street from Peach Street to Foothill Boulevard from the City's bicycle transportation plan network. V-3 1-133 11/26/96 01:04 714 552 4357 PAGE 4 OF 5 Discussion-This action is recommended because bike traffic should not be encouraged on routes where traffic circles are used. Designation of Chorro Street as a bike route, encourages bicyclists to use it. The City has received complaints from bicycling advocates about the currently perceived unsafe conditions at existing traffic circles in the CANTCP area. Currently, there is a traffic circle on Chorro Street and one more is planned. Additional traffic circles are recommended for consideration where multi-way stop controls exist or are planned. This could result in as many as seven traffic circles on Chorro Street from Peach Street to Foothill Boulevard. 11. Recommendation - Develop a long range plan to address forecasted capacity deficiencies on Santa Rosa Street. Discussion - Over time the effectiveness of the CANTCP will be diminished due to increased traffic demand caused by growth in accordance with the City's General Plan. If traffic demand is not contained on Santa Rosa Street, it will spill over to Chorro Street which serves as an alternative route to Santa Rosa Street. 12. Recommendation - Amend the City's Circulation Element Programs and Policies concerning neighborhood traffic management for the following: a) increase the threshold of requesting households necessary to initiate a traffic management plan, b) consider the impact of the plan on the motoring public and c) make the plan's beneficiaries responsible for the cost of plan development and implementation. Discussion-As currently stated in the City's Circulation Element, a neighborhood traffic management plan is to be prepared in any of seven specified neighborhoods if more than five percent of the neighborhood's households indicate that they want one. This threshold should be raised to at least two thirds of the neighborhood's households. This threshold is recommended because the neighborhood's residents who are the beneficiaries of the plan should be responsible for paying for it. Under the recently enacted Proposition 218, a two thirds vote is required to implement a property assessment which will cover these costs. V-4 1/26/96 01:05 714 552 4357 PAGE 5 OF 5 In addition, as part of the traffic management planning process mandated in the Circulation Element, a study should be required to determine the impacts of the plan on the motoring public and other streets in the vicinity. As discussed in Section II of this report,the Chorro Street traffic calming measures appear to have unanticipated impacts, including diversion of traffic to residential, local streets. A traffic study would be helpful to identify the prospective impacts of any future the traffic management plan the City may wish to consider,as well as any measures that may be necessary to mitigate the impacts of this plan. V-5 /-l3.S 11/25/96 22 :52 714 552 4357 PAGE 1 OF 1 REFERENCES The Chorro Area Traffic Calming Plan; City of San Luis Obispo Public Works Department. February 20, 1996. Bicycle Transportation Plan; City of San Luis Obispo. October 27, 1993. "Bikeway Planning and Design"; California Department of Transportation. July 1993. Circulation Element; City of San Luis Obispo. November 27, 1994. Controlling Speeds on Residential Streets"; R.F. Beaubien; ITE Journal. April 1989. Guidelines for the Design and Application of Speed Humps, A Proposed Recommended Practice of the Institute of Transportation Engineers"; ITE Technical Council Speed Humps Task Force. March 1993. Interim Evaluation, Chorro Street Area Traffic Calming Project; City of San Luis Obispo Public Works Department. August 16,1996. " Policy to Guide the Installation of Stop Signs"; City of San Luis Obispo Public Works Department. 1995. Residential Street Design and Traffic Control; W.S. Hamburger, et al; Institute of Transportation Engineers. 1989. "Responding to Citizen Requests for Multi-way Stops", P.A. Noyes; ITE Journal. January 1994. "Seattle's Neighborhood Traffic Control Program"; J.W. Dare, and N.F. Schaneman; ITE Journal. February 1982. "Speed Humps: Implementation and Impact on Residential Traffic Control;" A. Dahlerbruch, M. Rychlicki and B. Vaziri; 1993 ITE District 6 Annual Meeting Compendium of Technical Papers. "A Toolbox Approach to Residential Traffic Management", J.P. Savage, Jr. and D. MacDonald; ITE Journal. June 1996. Traffic Manual; State of California Department of Transportation. 1993. /-136 EXHIBIT D RESULTS OF FOCUS GROUP MEETINGS (October 7 to October 24; 199% ..:. S. Focus Groujµ 1 Chorro Qrea Traffic Calr�.;ng Project sy 1.0 Statements Unity and quality of life People in the community -- people who work, play and share experiences Local politicians listening to the majority Sense of neighborhoods Tolerance Democracy Focus Group #1 Chorro Aues; Priority Rating ssues In Place Before Traffic Calming Devices Were Installed Speeding traffic First Priority Quality of life being degraded Sense that the convenience of people who live outside the neighborhood is more important than the quality of life of people who live in the neighborhood High traffic volumes Second Priority Quality of Life Being Degraded Sense that the convenience of people who live outside the neighborhood is more important than the quality of life of people who live in the neighborhood High traffic volumes (2 responses) Third Priority Sense that the convenience of people who live outside the neighborhood is more important than the quality of life of people who live in the neighborhood Pollution Other Priority Noise No alternative routes Not enough bicycle facilities Defining the source of the traffic problems Disrespect for the neighborhood Feeling of not being safe p /-�DO Focus Group #1 Chorro Area Traffic 'Calming Project Issues Issues In Place After Traffic Calming Priority Rating Devices Were Installed Impacts to Santa Rosa Street and First Priority regional traffic patterns The process to prepare the plan was dishonest; there was a lack of notification The City Council did not get enough input form the community The neighborhood group is seen as the Second Priority bad guys having taken covert actions Some people in the community are resentful of having Chorro Street taken away without having an alternative route Traffic calming devices are inconvenient The traffic calming devices are seen as Third Priority a permanent solution with no opportunity for change (2 responses) Disrespect caused by the traffic calming Other Priority devices Confusion in the community over who was responsible for implementing this program Opposing view points have not been addressed Community disunity Apathy before the facilities were installed and confusion afterwards Feeling of insecurity about the final solution ��3� Focus Group '#1 AtlditionaF Issues:..R.;.;aised:At Second 'Meetmg Dealing with rush hour traffic Freeway off-ramps dump traffic into residential areas The sense of community is impacted by traffic Difficulty of entering Chorro Street from side streets Difficulty with exiting driveways Lower property values The "good of the community" does not outweigh the "good of the neighborhood." A larger number of people should be involved from the community at large POCIIa Group #'f forwards the following fo the City :Council Shart;Terrrk Actionsc Remove all current facilities; install stop signs at all intersections; provide more police enforcement; set the speed limit at 25 mph; City Council should listen to the majority. Leave all current facilities as is. Complete the timing of the Santa Rosa Street traffic signals. Add stop signs. Willing to compromise by not installing new stop signs. Should summarize steps that were taken to prepare the Chorro Area Traffic Calming Plan. Install speed hump on Chorro Street between Mission and Venable. Remove "Through Traffic Use Santa Rosa Street" signs. Involve entire community in the decision process ongin City Council should receive accurate information and data. Impact report needs to be done on the increased traffic on Santa Rosa and Broad Streets. Stronger police presence at all hours of the day. More flexibility on whatever plan comes up. on oin Improve "bad guy" image of neighborhood through communication on oin Take personal responsibility for creating traffic problems on Chorro Street Publish public service announcements on how to drive through neighborhoods on ngj All stakeholders need to be identified and brought into process. Restore left-turn lanes at the Chorro-Lincoln and Chorro-Foothill intersections to the way they were before the project. Outreach programs to high school and Cal Poly students to encourage bicycling. (ongoing) Long Term: Actions.. Create park-and-ride lots at the edge of town with frequent shuttle service. Build the Route 1 bypass. Establish more separate bike paths in town following creeks and the railroad. More married- and single-student housing on Cal Poly campus. Neighborhoods need to be better organized (to anticipate needs before they become problems) Need to develop a true "regional" transit authority -- to mitigate commuter traffic impacts through the City. Establish aggressive ride-share programs for large public employers. Long Term Actions (Continued) Work with Cal Poly on alternative transportation for students. Deemphasize parking structure development. Develop policies to encourage high density residential and business development in the downtown. Plan for an alternative route to Santa Rosa Street. More emphasis on bicycling and transit use. Other:; Close Broad Street on- and off-ramps at Route 101. i:\focusl.rpt -17 1 - 1113 Post monitoring data needs t e compliled & C ,r Priority(s) confirmed before a decision to install permanant facilities Chorro St. neighborhood needs to have more families than students Traffic calming facilities have a negative effect on the property values ........ ....... Traffic#2; Chorro Area Calming Project e...... Fodus roup ...... .. ................ ...... .. AItern tive:Solutions . ........... 1 Utilize a 'program' approach to solving the neighborhood issues like CalPoly's SNAP Program 2. Dedicate additional traffic enforcement personnel to the neighborhood 3. Install state-of-the-art Traffic Surveillance devices (eg; photo radar, video monitoring) 4. Add three (3) more stop signs & remove all speed humps 5. Eliminate all traffic circles & do not install any additional stop signs 116. Remove the traffic circles & perform monitoring to compare 'Before' & 'After' results FOCUS GROUP #2v: SMITH. :--ALTERNATIVE NO: C.OIVCENS ,1 .U ::::.::..:....... . ... ........... . ............ X N. Description: .. Outcome 1 Removal of all traffic circles. No votes 2. Install three (3) more stop signs. Two (2) votes 3. Removal of all speed humps. Two (2) votes Focus Group #2.......... Chorto. Area:Traffic Calming Project e t ................. .......... Ee CO M m: el[ daftlbns lns . . . . ..... . ..................... Short Term: Post 25 mph signs & implement the coordinated-traffic signal timing changes to all signalized intersections along Santa Rosa St. Re-evaluate the effectiveness of the traffic circles...if determined they are not effective remove them or; if they are found to be effective re-do the traffic circle designs to allow for cyclist safety and neighborhood aesthetics. Long Term: Implement a plan to establish an 'Alternate Route' (or Bypass) similiar to those proposed to the in the past. �.,i. . f-/� Focus Grou, !#3 Chorro Area TrafficCal. .ng Project Value Statements;; Being practical & realistic Maintaining our community's Quality of Life Neighborhoods bringing solutions that they feel will solve problems to the City Respects Quality of Life issues Wants to maintain the Quality of Life in SLO focus Group...:.::1.:.*3 Ghorro,Area Traffic Calming Project Issues Issue(s) Priority Rating - Established by rating issues by assigning two "Stars" each Program is working ** Speeding vehicles are an issue The increase in Emergency Vehicle Response Time Santa Rosa St. is impacted Chorro St. is an Arterial Speed Humps & Traffic circles are highly inappropriate Install a few more Stop signs & remove ALL Other Priority(s) of the Speed Humps New circulation has created a Lincoln Ave. Loop Cyclists "cut over" on Lincoln Ave. & do dnot use Chorro St. because of the on-street parking Incessant speeding that has gone on for over 25 yrs. The 'Program' was dveloped as a cost effective way of addressing Speeding, etc. Traffic calming facilities have a negative effect on the property values Does not like the traffic calming measures but likes what they do Can "traditional" traffic control remedies really be used? Broad St. Speed Humps originally diverted much of their traffic that has now become Chorro St.'s traffic There is a need to create constant "gaps" in the traffic flow The Program was developed without the proper involvement of ALL property owners in the neighborhood There is currently limited access to the Downtown as it is for this part of the community Spending this amount of time & money on programs such as these are questionable There was not enough 'Traffic Enforcement' by SLOPD The community's traveling Quality of Life has been disrupted Have the many businesses along Foothill Blvd. been negatively effected? The 'Program' has succeeded in raising the Public's awareness on speeding 25 mph is generally a better speed to travel in neighborhoods (slower traffic, etc.) There is a need for @ least two additional stops signs Left turns from the side streets can now be made (eg; Mountain View) Traffic circles are too big These traffic problems started back when Broad St.'s Bumps were installed - the traffic that was there went to Chorro St. Program has caused 'me' to slow down in a# neighborhoods Trying to slow down in one (1) mile...when there is speeding all over town is very difficult We all respect each other's neighborhoods Poly Students are not all causing the speeding problem - We are all contributing Have neighborhood property values been effected? i -r yT Noise of the big trucks over the humps This traffic 'problem' pits one neighborhood against another This program is an expensive way to address vehicle speeds Truck traffic & noise have now been reduced The speed humps are highly irritating It's (program) not working Would be in favor of anything that would slow own the traffic to 25 mph Program is working to reduce the speeds & volumes Focus 10:#:8:! ChorroAreaTraffic CalminProjectg ... ........ .... ....... .... ........... . .. .... ............ Alt thativeSolutions' .... ... .. .. ........... 1 Post the speed limit (25 mph) & install two (2) more stop signs 2. It is a reasonable approach to slow down the original traffic speeds (Posted @ 30 — mph) ...::r.00US...Group.i#3chiDii6Area Traffic Ca1Mibg::. r9ject .��Rebqmlrndhdavqns: (N/A - Group was unable to reach consensus) i Afocus3 apt i �-!�D Focus Group #4 Chorro Area Traffic Calming Project Vallu;e 5tatelineints A lot of value in a community that provides opportunities to solve problems in a non- adversial & courteous fashion Schools we can offer our kids...Keeping it a nice place to live A humane, cooperative & congenial atmosphere The Quality of Life of neighborhoods & the scenic bneauty of the area...including the noise, traffic, air quality, mountains, trees & open fields Focus Group:#4 Chorro Area„Traffic Calming Pro�ect;'Issues Issue(s) Priority Rating - Established by rating an issue with check marks (f) - Two each If speed needs to slowed down...what will f f the motoring public do to meet this need Safety (Public Safety),including bicyclists & Liability issues To reach some consensus "if” traffis needs to f be slowed down & volumes reduced...this needs to be determined Because of driver's tendency to do a "California Stop" - doesn't like to see Stop signs used too often The Traffic Circles are too small Underestimating Law Enforcement's ability to slow down traffic This program would be setting a precedent Other Priority(s) from other neighborhoods Majority of the people who live both in/out of the Chorro neighborhoodwere not included in the process The city needs to offer an alternative way to get to Downtown Cumulative damage being done to vehicles Pitting "Neighborhood against Neighborhood �-�Sl Focus Group #4= Chorra Area Traffic Calming Project Alternat><ve Solutions 1. Additional Traffic enforcement needed (high cost of Tickets are a natural deterent) 2. Use of "new technology" of Speed Monitoring devices 3. Use of Stop signs instead 4. The area needs an "Alternative Route" fro the traffic volumes beyond 7500 cars 5. Install Flashing Traffic Signals 6. Remove the Speed Humps & install 1-2 Stop signs & lower the speed limit to 25 mph 7. Have those who frequently travel Chorro St. be required to have a permit to do so 8. Limit the on-street parking @ the Traffic Circles 9. Eliminate the Broad St. On/Off ramps FOCUS GROUP:12 : 1SSUE$ISOLUTI04S WITH`NO CONCENSUS Description Outcome Preliminary analysis indicates that the Traffic Circles may be ineffective Three (3)votes devices for traffic calming & volume reduction IF, on further study (ie; larger sample) the preliminary analysis is sustained - strong consideration should be given to abolishing the Traffic Circles (Safety is a very important factor in this consideration) Focus Group #4 Chorro Area Traffic Calming Project Recommendations CONSENSUS: Speeds need to be slowed down Majority Report: Support the approved plan and move ahead with scheduled evaluations and any necessary design alterations (Three votes) 177 Report: Post speed limit to 25 mph , remove ALL new speed humps, remove ALL Traffic Circles and Add two (2) stop signs @ Mission and Center Streets. (One vote) Focus Grote, #5• �horro Area Traffic :Car,��mg Project FE Value Statements'` Respect and empathy for others; a sense of friendliness and neighborliness A safe and clean community where its members have a voice in its well being -- in its welfare and future. Smallness and intimacy, having a voice in the community Privacy and safety with nice neighbors IL--Opportunities for all citizens to have a voice in improving the quality of their lives Focus Group #5 ChorrOlA. t. Traffic Calming P o�ect Issues Issue Priority Rating No comfortable speed to go over speed First Priority hump; humps should not be allowed on City streets. Safety (speed of traffic, pedestrian crossings, backing out of driveways), sense of neighborhood and ability to communicate with people across street (2 votes) Project sets a negative precedent for other streets Need an alternative non-busy route if Second Priority Chorro Street is to be changed. Concerned with the change of Chorro's classification from an Arterial to a Residential Collector. Stopping the negative trends: families moving out and an influx of student rentals; plan provides hope for retaining/improving character of the neighborhood (2 votes) Not being able to use Chorro is causing unsafe traffic conditions on Santa Rosa Street and Foothill Boulevard; Santa Rosa Street off-ramp is not safe; potential conflict with Walnut Street traffic and Santa Rosa Traffic (from off-ramp); may need to widen Santa Rosa; access onto Santa Rosa from adjoining businesses is dangerous. Balancing the impacts -- to those who live Third Priority on the street and on through traffic; working toward a workable goal which is effective. / -/53 Bicycle safety on Chorro ani oad Streets at traffic circles; traffic coming too close to sidewalks; space too narrow for bicycles and cars. Need gateways to neighborhoods that provide transitions between the larger public world and the more private world. Project example of expensive way to solve problems -- project a way to give City recognition fon a global scale) at resident's expense with goals defined by a select few and not the whole town. Volume of traffic and speed of traffic on Other Priority Chorro Street Creating a private street with public funds - - this is the attitude. Ability to safely walk across the street to interact with neighbors. Safety of backing out of driveways. The historical perspective of Chorro Street as a major artery has been challenged. Need to provide neighborhoods with autonomy -- history alone is not the only factor to consider when making decisions. Is this really a "family" neighborhood -- is rest of City responsible for people who live on Chorro who make bad investments, on a street that has always been a major thoroughfare; resent being considered the "bad guy." Doing nothing will guarantee deterioration of neighborhood. Removal of transit service limits transportation options for neighborhood residents Slowing of emergency vehicles (time response); problem with potential evacuation in case of emergencies; emergency vehicles can't use street because of bumps and damage to vehicles. Pitting neighborhood against neighborhood, bumps cause anger Should look at other alternatives; Foothill area residents should have been involved along with downtown businesses. 1-1syll Focus Group #5 Chorlro Area Traffic Calmnng Project Altemative Solutions 1. Suspend Cal Poly Students that drive 45 miles per hour down Chorro Street. 2. Create a "bicycle boulevard." 3. Remove parking from Chorro and install bicycle lanes. 4. Used looped roads (diagonal diverters at intersections). 5. More bulb-outs. 6. Full-time police coverage. 7. When houses are remodeled along Chorro Street, require turn-around space be provided so that vehicles could head out into traffic. 8. More and bigger trees (like on Mill Street). 9. Heavy, heavy fines for speeders. 10. Add two stop signs at proposed locations. 11 . Add five stop signs on Chorro Street. 12. Remove all bumps and traffic circles on Chorro, Broad and Meinecke Streets. 13. More well-defined crosswalks using textured pavement. 14. Single lane closures at entrances to the neighborhood. 15. Close off Meinecke and Murray Streets at Broad Street. 16. Remove pylons at left-turn lanes on Chorro Street. 17. Install permanent islands at left turn pockets on Chorro Street. 18. Install eastbound right-turn lane on Foothill Boulevard at Santa Rosa Street. 19. Double decker Santa Rosa Street with project paid for the State Highway Department. 20. Provide business incentives for downtown employees to use transit. 21. Install "speed cameras" and send tickets in the mail. 22. Install eastbound right-turn lane on Highland at Santa Rosa. 23. Synchronize traffic lights on Santa Rosa Street. 24. Weekend closures. 25. Toll road. 26. Tunnel through Mt. San Luis. 27. Widen Santa Rosa Street 28. Widen Chorro Street. 29. Take out the speed bumps and install traffic circles at the intersections. 30. Eliminate Cal Poly students from neighborhoods. i '/SS 1=ocus'Group#5 Chorro Area Traffic Cal.mmg Project Alternative Strategies Considered Alternative A: Alternative B: ❑ Remove speed bumps and traffic circles; ❑ Include all items under Alternative A install three (3) stop signs at designated plus the following: locations; install speed cameras and institute heavy fines; install bulbouts at ❑ Install additional stop sign on Chorro at the Chorro-Center and Chorro-Mission Mountain View and retain three speed intersections along with textured bumps on Chorro. crosswalks. ❑ Speed bumps on Murray Street should ❑ Landscape the entry island on Chorro stay and some alternative traffic calming Street south of Lincoln Avenue. devices for Meinecke Street should be considered. ❑ Eliminate parking on Chorro Street and create bicycle lanes; install an alternating pattern of trees that changes per block (eg. some in center of street, some along the sides) that causes the traffic to meander. ❑ Install eastbound right-turn lanes on Foothill and Highland at Santa Rosa Street #`ocus Group #5' Chorro Area Traffic Calming Project Recommendations ❑ Remove speed bumps and traffic circles; install three (3) stop signs at designated locations [on Chorro at Mission, Center and Peach]; install speed cameras and institute heavy fines; install bulbouts at the Chorro-Center and Chorro-Mission intersections along with textured crosswalks. ❑ Landscape the entry island on Chorro Street south of Lincoln Avenue. ❑ Eliminate parking on Chorro Street and create bicycle lanes; install an alternating pattern of trees that changes per block (eg. some in center of street, some along the sides) that causes the traffic to meander. Install a stop sign on Chorro Street at Mountain View; when landscaping is done, remove the stop sign. ❑ Install eastbound right-turn lanes on Foothill Boulevard and Highland Drive at Santa Rosa Street ❑ Select some type of alternative traffic calming devices for Murray and Meinecke Streets; retain existing facilities until this is accomplished. Focus Gro��, #6 Chorro Area Traffic Caging Project Value Statements High quality of life in a small city Safety, neighborhood quality, pride in one's place Open space, good place to do business, low crime Old homes that are beautiful, low crime, ability to sit on porches Focus Group 46; Chdtft Area Traffic Calming Project STATEMENT; OF 1SSU:ES Syno;psjs of High Priority Issues High traffic speeds, volumes and traffic mix Inadequate Routes Community Polarization Public Safety Neighborhood preservation Ustmg of Issues High traffic speeds. U-turns on Chorro Street and erratic driving. Backing out of driveways, parked cars make it harder to see oncoming traffic; Motorists on Chorro don't let residents exit driveways onto street. Use of Chorro Street by large trucks. Congestion at the Foothill-Santa Rosa Street intersection. Traffic calming on Chorro Street may cause traffic problems on Santa Rosa Street. Traffic circles are unsafe for bicyclists and they're ugly. Concerned about creating a gated community and creating barriers to downtown businesses. City engineering staff found a problem to fit a pre-determined solution to. Improve safety for bicyclists and pedestrians. Create major street to provide alternative routes for crosstown and regional traffic (eg. Route 1 bypass); traffic to and from downtown bars on Thursday nights. Chorro Street should be recognized as a neighborhood street rather than a business route with 25 mph speed limits; preservation of older intact neighborhoods. What alternative routes to Chorro Street are planned? Route 1 bypass? Police enforcement of traffic laws is low priority. The Chorro project has polarized the community. Safety of Casa de Vida residents and Greenhills School students when crossing Chorro Street. Need a crosswalk at Meinecke and Chorro Streets. �' /S7 Public safety vehicles can't y_ ast enough on Chorro Street. People don't like bumps. I Preservation of neighborhood (as an intact older residential area). Bumps on Broad Street have distributed more traffic to Chorro Street. . ....... .. Focus Group #&: : Chorro*ea.Traffic: Calming Pr *ec .......... Pi Alternative'S lut' : : .::::.,. o ions: ........ ............... ... ... Install I the stop signs to test the effectiveness of the Chorro Area plan especially at Mission and Estr, n Peach Streets. Leave the speed bumps in, take out the traffic circles, and delete the entry features. Highway 1 bypass or some type of Foothill to Marsh Street connector. Extend California Boulevard to Highland Drive. Install truck prohibition signs at the entries to the neighborhood. Install eastbound right-turn lane on Foothill at Santa Rosa Street. Install a dip instead of a bump at the Rougeot-Chorro intersection to slow traffic and help with drainage. Keep traffic circle on Meinecke Street at Benton Way. Re-engineer bumps on Broad Street to balance crosstown traffic between Broad and Chorro. Add four more speed bumps (including one near Venable); install a dip or a bump at the Rougeot-Chorro intersection instead of a traffic circle; install stop signs at Mission; move the entry feature on Chorro Street to the north side of the Chorro-Lincoln intersection. Take out the traffic circle at the Chorro-Mt. View intersection but install stop sign at the Center Street intersection. Post speed limit at 25 mph. Increase police presence and enforcement in the neighborhood. Take out signs that coach people to use Santa Rosa Street as a through route and replace them with signs that direct through trucks to use Santa Rosa Street. Focus Grot`�� ##6 Chorro Area Traffic Caain:g Project Reco:mmehdatons Project-Related Recommendations: ❑ Keep the speed bumps; alter the speed bumps on Broad Street so that they are the same height as those on Chorro Street. ❑ Remove the traffic circles on Broad and Chorro Streets but keep the traffic circle on Meinecke Street. ❑ Remove the speed table at the Chorro-Mission Street intersection. ❑ Install the stop signs at the Chorro-Mission and Chorro-Peach Street intersection but not at the Chorro-Center Street intersection; relocate the speed bumps on Chorro both north and south of the Center Street intersection so that one is closer to Venable Street and one is near mid-block between Center and Mountain View. ❑ Install ladder-style crosswalks on Chorro Street at Meinecke Street. ❑ For the property on the northeast corner of the Meinecke-Chorro intersection, install red curb along the Meinecke frontage to improve sight distances. ❑ Take out the "Through traffic use Santa Rosa Street" signs and replace them with "Through trucks use Santa Rosa Street." ❑ Retain the curbs for the entry islands but do not install neighborhood identification signs or speed limit signs. Long Term Recommendations: ❑ Build a Highway 1 bypass or a Foothill-to-Mars Street connecting road. ❑ Install eastbound right-turn lane on Foothill Boulevard at Santa Rosa Street. ❑ Increase police presence and enforcement. �-is9 EXHIBIT E CHORRO AREA TRAFFIC MONITORING DATA (Fall, 1996) ��OOZZ6 TOOrA= IM Office 4 —4 V////. Commercial 444X-:.:- Study Boundary . ............ ............. .... . . ......... .. . "0 0■ STOP 4 V , 4E STOP 2 QIP\�' 3 5 0 . STOP X = Approximate Traffic Count Location PRE-PROJECT TRAFFIC CONDMONS CHORRO AREA TRAFFIC CALMING PROGRAM City of San Luis Obispo Public Works Department m.... M V� Z Z .. .......... ..X... .......... .......... I Not 'ia, 00, C; sm... ......... X. C; d 6 kn (4� ........ ........ .......... .......... .. ..... ... ....... ...... ....... ........ .......... ...... ......... ....... so at -00, ot o o %101 gn M h. M .......... as . ......... ........ ....... .......... ...... ....... ........... %R 1140 ........... M X7. en M Al .......... .... ......... .......... ......... ......... ......... X.. ........... ....... :;. ...... . r; Sj: ... .......... In ........ tn :46: m3c� jj kn too rt- m x 7: ............. ... ........... ...... .... .......... 1!1 iU: 00 in �0�: el el (In ...164 f4 C; C4 a ............ . ....... frr.... ... .................. ........... .......... ....... cc r.4. w tn .............. .......... ............ N cc tn In t- i: 1/) cc r4 tn tn ... . ON V cy:: In -T ti .... ...... ... ......... .................... .......... ....... ........ ....... . ........ ............ ................ U: w rA z ......... ......... ....... ....... ....... .......... I F: r.T, m w X..... sm. ........... x. .......... .......... ............. ......... ..... .......... ............. . ..... ....... �g J!�;t ...... ...... m X I.M. :X.. so gg, ........... ......... X 14 MM.W 7X A. oln :+ .......... X., ............ .......... l. W7 A', .......... .... . ...... ...... X. ............. .......... ............... ........... ........... IV:%Y: ............. e. N ........ ..... ...... ............ �v 44 tl- C; C4 all 01tn tn ..W) e4 ch ON N V4: M m :.:Cn:: en ..... ...... . ........... ... ... 00 IV tn CN --r :Onm: E, S, .-tl 00 1.0 A Zc f4 ec 4,71 r- ........... ........ ...... .... ................. ... . . ................ ... ............... ....... ........ ..... ......... ... X. .......... ........ ... ... ........ 7w. vi: w .... ........ ci Z rn z 65 �Q. :.U: Z co ::U. :: .... .. I VX. cn .......... ch ch ............ ... ... . ...... .......... ................ ......... ... ...... ........ .......... ............ X. 00 ................. fn .......... ... ... Ix lx CC ............... ............ yj EXHIBIT F TELEPHONE SURVEY RESPONSE (Barnett Cox & Associates, November, 1996) l-�6� B November 18, 1996 Mr.Terry Sanville City of San Luis Obispo Public Works Department 995 Morro Street San Luis Obispo,CA 93401 Dear Mr.Sanville: Attached please find a completed summary of the survey conducted November 13 -16, 1996 for the Chorro neighborhood traffic calming devices program. I have included a printed copy of the report and a diskette copy,in Microsoft Work 6.0 format and converted to WorkPerfect. As mentioned in the report, we were able to reach our goal of 200 completed surveys in the Foothill neighborhood and citywide, but were not able to accomplish it in the Chorro neighborhood because of the limited size of the source telephone list. A brief description of the project and methodology is included along with tables of the results in percentages and the main data tables. We can supply more detail should you desire it. Please don't hesitate to call Maggie or me with questions. Thank you very much for the opportunity to serve you and the City of San Luis Obispo. Sincerely, David Cos Vice President/General Manager c. Maggie Cos Enclosures B A R N E T T C 0 X 8 A S S O C I A T E S 979 Osos Street,Suite F PUBLIC RELATIONS ADVERTISING • GRAPHIC DESIGN San Luis Obispo,CA 93401 phone:805.545.8887 fox:805.545.0860 e-mail:bm@callomer.com/I // Chorro Area Survey Project Overview: Traffic calming devices have been in place for a number of months in San Luis Obispo's Chorro Street area. The City undertook a mail surrey of Chorro area residents in mid-November in order to measure residents' response to the traffic calming devices. In tandem with the mail survey, the City decided in early November to also conduct a citywide telephone survey to determine overall community opinion of the calming program. This report summarizes the phone survey project and its findings. Due to time constraints, the data is presented in summary fashion, with additional detail available upon request by the City. Short turnaround time for staff report inclusion necessitated an expedited time table for the project. Project Scope: Barnett Cox &Associates, Inc. (BCA), was retained to conduct a telephone survey in which the same general questions as those posed in the mail survey were asked of a sample of city residents. BCA was asked to obtain a confidence level of 90-95% in a phone survey with three distinct target markets: the Chorro area, the Foothill area, and citywide. The target markets were defined by the City and boundaries are contained in City documents. In general, the Chorro neighborhood included residences located between Broad Street and San Luis Creek; Lincoln to Foothill Boulevard. The Foothill area was the neighborhood west of Highway 1 to the city limits; north to Twin Ridge and south to Serrano. The balance of the city within the city limits was considered the third target market. Methodology. In order to assure statistical soundness and survey design reliability, BCA retained the services of John Taylor of Taylor and Associates, a SLO based market research firm. Mr. Taylor reviewed the proposed project and indicated that the desired confidence level would require the completion of two hundred calls in each of the three target markets (supporting documentation available on request). Mr. Taylor reviewed the City-provided survey tool and suggested revisions for making the tool more manageable for use in a telephone survey along with providing methodology for determining randomness of the sample. BCA contracted with and trained a team of six phone surveyors, provided supervision during all survey sessions and compiled and analyzed data presented in this report. City utility records were used for obtaining phone numbers by address. There are limitations to this data source, namely, the fact that some apartment and other multi-family residences are master-metered and do not provide individual resident information; phone number are not inclusive (unlisted numbers may or may not be included). Some telephone numbers indicated for addresses were not necessarily those of the resident (i.e., property management companies are often the phone number listed). However, even within these limitations, this source was considered to be the best and most expedient available. City Finance Department personnel were of great help in determining a means of sorting and providing utility computer records of addresses and phone lists needed for survey use. These reports (a lengthy print run as well as unusual sort request) were available two days after being requested. City of San Luis Obispo 1 Telephone Survey Report November 18, 1996 Chorro Area Survey Survey personnel were trained and phone calling began on Wednesday afternoon, 11/13. Calls were made from 1 p.m. to 8:30 p.m. on Wednesday and Thursday 11/14; from 11:30 a.m. to 6:30 p.m. Friday, 11/15 and 10 a.m. to 2 p.m. Saturday, 11/16. A sample script used by callers is attached to this report. Callers were asked to note difficulties arising from calls, including answering machines, incomplete calls, no answer, busy signals, etc. Any respondents voicing concerns or unusual questions were referred to BCA managers for personal handling. Note that obtaining 200 completed calls in the Chorro neighborhood proved to be impossible. Only 227 phone number were available, and surveyors made a total of six attempts on every number to complete an interview. A total of 130 calls were successfully completed in the Chorro area. Some of these area residents were also confused by the fact that they had recently completed a mail survey and felt the telephone survey was redundant or an error. This problem was largely alleviated by offering an explanation about the citywide nature of the phone survey. A review of responses to Question 6 asking, "If you could suggest one thing that should be done, what would it be?" is not included in this report, again due to time limitations. However, a review of responses indicated suggestions ranging from a removal of the humps to addition of stop signs, increased enforcement activity, radar speed sign postings, concern about emergency vehicle impediments, concerns about bicycle difficulty with traffic circles, lowering of speed limit, warning signs about the humps, etc. City of San Luis Obispo 2 Telephone Survey Report November 18, 1996 /-167 Chorro Area Survey Survey Results Response by percentage Question/Response Chorro Foothill Citywide Neighborhood Neighborhood Question 1 Totally Satisfied 10.8 1.0 7.7 Mostly Satisfied 34.6 12.4 28.7 Mosby Dissatisfied 23.9 24.3 23.0 Totally Dissatisfied 30.8 55.9 31.1 Undecided 1.5 5.0 12.0 Unfamiliar - .5 3.8 QuestionlResponse Chorro Foothill Citywide Neighborhood Neighborhood Question 2 Totally Satisfied 19.2 5.9 10.1 Mosby Satisfied 26.9 12.4 29.2 Mostly Dissatisfied 23.9 21.3 19.6 Totally Dissatisfied 28.5 55.9 30.6 Undecided 2.3 3.0 11.0 QuestionlResponse Chorro Foothill Citywide Neighborhood Neighborhood Question 3 Totally Satisfied 7.7 5.9 5.3 Mostly Satisfied 22.3 12.9 15.3 Mosby Dissatisfied 25.4 17.8 24.9 Totally Dissatisfied 39.2 58.9 35.4 , Undecided 6.2 5.4 19.6 Question/Response Chorro Foothill Citywide Neighborhood Neighborhood Question 4 Totally Satisfied 11.5 5.5 3.8 Mostly Satisfied 12.3 8.9 13.4 Mosby Dissatisfied 24.6 15.8 14.8 Totally Dissatisfied 34.6 55.9 29.2 Undecided 16.9 13.4 39.2 City of San Luis Obispo 3 Telephone Survey Report November 18, 1996 Chorro Area Survey QuestionlResponse Chorro Foothill Citywide Neighborhood Neighborhood Question 5A 5=Good Idea 1 = Bad Idea Level 23.1 33.2 29.7 Level 18.5 24.8 23.9 Level 3 9.2 14.4 17.7 Level 10.8 5.9 9.6 Level 362 21.3 18.2 QuestionlResponse Chorro Foothill Citywide Neighborhood Neighborhood Question 5B 5=Good Idea 1 = Bad Idea Level 15.4 13.8 20.1 Level 4 14.6 14.9 16.8 Level 17.7 17.8 22.0 Level 2 13.9 16.3 12.4 Level 34.6 35.2 23.9 QuestionlResponse Chorro Foothill Citywide Neighborhood Neighborhood Question 5C 5=Good Idea 1 = Bad Idea Level 5 6.2 1.5 17.2 Level 4.6 2.5 6.2 Level 6.2 3.5 12.4 Level 10.8 7.9 9.6 Level 68.5 83.2 63.2 QuestioNResponse Chorro Foothill C'dywide Neighborhood Neighborhood Question 5D 5= Good Idea 1 = Bad idea Level 20.0 6.9 8.1 Level 4 10.0 1.5 8.6 Level 8.5 6.9 16.3 Level 4.6 7.4 17.7 Level 49.2 77.7 46.9 City of San Luis Obispo 4 Telephone Survey Report November 18, 1996 / q Chorro Area Survey Question/Response Chorro Footidll Citywide Neighborhood Neighborhood Question 5E 5= Good Idea 1 = Bad Idea Level 10.0 26.7 19.1 Level 15.4 11.4 11.0 Level 3 10.8 21.8 16.8 Level 10.0 12.9 11.0 Level 50.0 25.3 42.1 QuestionfResponse Chorro Foothill Citywide Neighborhood Neighborhood Question 5F 5=Good Idea 1 = Bad Idea Level 26.2 37.6 38.3 Level 14.6 22.8 18.2 Level 3 13.9 16.3 18.7 Level 12.3 5.9 8.1 Level 1 30.0 15.8 15.3 Question/Response Chorro Foothill Citywide _ Neighborhood Neighborhood Question 7 Yes 26.9 43.6 41.6 No 68.5 55.5 56.5 Don't Know 4.6 .5 1.9 Question/Response Chorro Foothill Citywide Neighborhood Neighborhood Question 8 Under 25 20.8 30.2 30.6 25-44 45.4 42.1 36.8 45-64 25.4 1.9.8 24.9 65 and above 8.5 7.9 7.7 Question/Response Chorro Foothill Citywide Neighborhood Neighborhood Question 9 Male 46.9 50.0 45.7 Female 53.1 50.0 54.3 City of San Luis Obispo 5 Telephone Survey Report November 18, 1996 Chorro Area Survey Limitations of Survey It is important to note that, while this survey offers a good snapshot viewpoint of residents' opinions on the Chorro Street traffic calming effort, the survey has some limitations. It was conducted on a very compressed timetable. A survey of this type would typically allow time for the survey tool itself to be tested and refined. Calls would be completed over a week's time rather than several days, allowing more flexibility for call backs of residents to complete surveys. In this survey the data source used (City utility records) provided extensive data but should not be considered 100% reliable due to previously mentioned limitations on phone number/residence validity. John Taylor raised some concerns with the proposed survey document, and helped refine it for improved reliability. He offered the following thoughts. • Context— Re: the use of the word "satisfied" in the introduction paragraph. The respondent is not asked if he likes the devices or favors retaining them. • Satisfaction Measure—The use of the word "satisfaction' is problematic in that the respondent will answer based on whether he likes or dislikes the devices. A resident could respond "dissatisfied" because the devices don't go far enough; or dissatisfied because they go too far. While this may be a limitation of the survey tool, it was retained in order to maintain consistency with the mail survey and provide comparable response data. • Neutral response—there is no real response choice for residents who are neutral on a question or issue. Most people would probably use the "undecided" answer in this case. • Question 5 Rating Scale—The proposed 0 to 4 rating scale is not one that is generally used and could be construed to be asking for a ranking. For the sake of clarity, a revised scale was used. • Other modifications. 1. The word "area"was used in lieu of"neighborhood"when identifying the Chorro area in order to reduce bias. 2. An address verification was included to eliminate people not living at the selected address. 3. We also added an "unfamiliar with the issue" response for people who do not drive in the area and have no opinion. This response would lead to the termination of the call. 4. The order in which responses to Question Five were offered varied to keep the order from affecting response. The order changes were predetermined on forms used by callers. 5. Question seven about a change in driving habits, along with sex and age questions were added to assist in analyzing data and possible cross-tabbing. City of San Luis Obispo 6 Telephone Survey Report November 18, 1996 1-171 Chorro Area Survey Data Statistics Chorro Neighborhood Survey Total Sample 411 100% Total Telephone Sample 227 55.2% Total Calls Completed 130 57.3 No Answer N/A N/A Answering Machine N/A N/A Busy N/A N/A Disconnected I N/A N/A Incomplete N/A N/A Foothill Neighborhood Survey Total Sample 693 100% Total Telephone Sample 358 51.7% Total Calls Completed 202 56.4% No Answer N/A N/A Answering Machine N/A N/A Busy N/A N/A Disconnected N/A N/A Incomplete N/A N/A Citywide Survey Total Sample 6826 100% Total Telephone Sample 6826 100% Total Calls Completed 209 3.1% No Answer N/A NIA Answering Machine N/A N/A Busy N/A I N/A Disconnected N/A N/A Incomplete N/A N/A City of San Luis Obispo 7 Telephone Survey Report November 18, 1996 Chorro Area Survey Traffic Calming Devices Survey Script General Version SPEAIUNG WITH AN ADULT: Hello,I am I'm working on behalf of the City of San Luis Obispo conducting a survey. A. According to the information in the City's files,you live at STREET ADDRESS ON SAMPLE. Is that correct`? Yes.................................................................CONTINUE No..................................................................TERMINATE INTERVIEW Owner,but not live there...............................TERMINATE INTERVIEW Between March and July of this year,City crews and private contractors installed traffic calming facilities in the Chorro Street area These devices include speed humps at 16 different locations and traffic circles at three intersections. The City Public Works Department wants to know if you are satisfied with the way these facilities are working. 1. Overall,for all the TRAFFIC CALMING FACILITIES installed in the Chorro Street area,are you. ..(READ LIST)? Totally satisfied.............................................5 Mostly satisfied..............................................4 Mostly dissatisfied.........................................3 Totally dissatisfied........................................2 Undecided......................................................l DO NOT READ y Unfamiliar with issue.....................................6 *TERMINATE INTERVIEW 2. Considering the SPEED HUMPS installed in the Chorro Street area,are you... (READ LIST)? Totally satisfied.............................................5 Mostly satisfied..............................................4 Mostly dissatisfied.........................................3 Totally dissatisfied.........................................2 Undecided......................................................l City of San Luis Obispo g Telephone Survey Report November 18, 1996 1-173 Chorro Area Survey 3. Considering the TRAFFIC CIRCLES installed on Chorro and Broad Streets, are you. . .(READ LIST)? Totally satisfied.............................................5 Mostly satisfied..............................................4 Mostly dissatisfied.........................................3 Totally dissatisfied.........................................2 Undecided......................................................I 4. Considering the TRAFFIC CIRCLE installed on Meineke Street at Benton Way, are you . . .(READ LIST)? Totally satisfied.............................................5 Mostly satisfied..............................................4 Mostly dissatisfied.........................................3 Totally dissatisfied.........................................2 Undecided......................................................l 5. Now I am going to read you six ideas for the Chorro Street area. After each one I want you to tell me whether you think it is a good idea or a bad idea. In your ...................................answers I want you to use a five-point scale from"5"to"I"where"5"is a"Very......................................................Good"idea and"1"is a Very Bad idea. (READ STATEMENTS SEQUENTIALLY ........._.......BEGINNING WITH THE "X" STATEMENT.) START HERE Very Bad Very Good _ 5a. Remove the speed humps and traffic circles and install new stop signs on Chorro Street at the four-way intersections. 1 2 3 4 5 5b. Keep a few of the speed humps on Chorro Street between intersections,install new stop signs at four-way intersections and remove the traffic circles. 1 2 3 4 5 5c. Install more devices that slow traffic down. 1 2 3 4 5 5d. Leave the current speed humps and traffic circles where they are. 1 2 3 4 5 5e. Take out the speed humps and traffic circles and do nothing else. 1 2 3 4 5 _ 5f. Remove the speed humps and traffic circles,install stop signs and provide periodic enforcement of the speed limit. 1 2 3 4 5 City of San Luis Obispo 9 Telephone Survey Report November 18, 1996 i1 l'/77 Chorro Area Survey 6. If you could suggest one thing that should be done,what would it be? 7. Since the traffic calming devices were installed in the Chorro area in May and June of this year,have you changed how often you drive in the Chorro Street area? Yes.................................................................1 No..................................................................2 Don't know/never drive there........................3 8. Is your age. . .(READ LIST)? Under25........................................................1 25 to 44.............................._..........................2 45 to 64..........................................................3 65 or over.......................................................4 9. Sex: Male...............................................................l Female...........................................................2 Sample address: Interview date: Time: Interviewer name: Validated by: Date: Telephone Codes: NA = No Answer M = Answering Machine B = Busy D = Disconnect INC = Incomplete City of San Luis Obispo 10 Telephone Survey Report November 18, 1996 1-175 EXHIBIT G Chorro Street Area Questionnaire Response (November, 1996) . pp A Q N O rl O VO1 N M It L L L L L L U u u u u u 0 N N N N f9 m m m m m m m d d m C pC pC pC pCO C pC C oC oCo d d d 0 d d d d 0 d OC OC K OC K OC K O: K K •O •O •O •O M N N N r co M M M M M XM M XM M M O O N M A P A x r° d M N �T 0 7 •O M O O e[ r A N aD O P M '- In M In �O M r r M O M .MT be P P M •/ Y d In •O •O r r m Y O A l0 N If1 d M M �t Y •O r r N N X N 0 be v K P ^ N dbe Y 0 A N M In K .t N In �? A Cl mm m •O 1/� .t M M �n .- N M E V N F H N a-C at m xx > 0 K V ^ CD P O M f1 pc L >. •► N r I P M ti .-. O m A •O In M M M N N W 6 E m r N O K O �p O P O T be x !� N M am m r m N C m YY O m A 1n •O P .t A P M O •O M O CO H A M A 't O M Y m Ma M M O M �? O P M N N A r � � N N C W W S OI U W W m K H W C H > W C O W O H W • OI d H W )r m d L Z W J K u d O m O W ti J J H Z Y w N 4 !A W 0 L m O W u 6 > K K K _ Y ••. H W W 7 � O O m O) d J O S r T Y m Y a a z O O m �► L C L C m 67 7 N J Z W H N S d w Y O O O Y C m Y m m O x Z 3 IY 4 W Q H a Y O \N O fdl w = O y m F E 7E Y Y W u a O tn u O co O O O m L O m L m •d0 L \ Y W x 2 S H {L >~ 3 1� = X O 5 �► --pypy L \ Y \ J H W a Q Q H H J lL O �_ W O\ Y ydy t m m V m 99 W W Q Q H ~ m m L m a L W y J ~ Q 6 N F OWC W u 1� 777 V > 6 J z W F N Q Q t- •p L T d E Y L W O Q t•! N S O fA > P L L O C L 7 i.i H J 6 W W N Q OC •O > \ O O t d d f0 O d .-• W N ill 0 2 V K C u IWd lL U S pE> m d CL > CDpEIL > > O Z1. > 2 N N M J OC Y J H C F C = K N W Q m V 1-1-7-7 1 N -t 1fl C-i O O N 101 . f7 Z ' V W Z. -C 2. 6i W co J. K i O V 4 3 WD. 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CO to i i 1 m > > y ml YI CIN o 0 r m m m (D y O m r+ m i •C N m o E C m m 3 '� = m O my 3 o 0 G 5 Y OLU u } w _� q oo I U c a m m m ,tom•:;.❑ ♦ Y N Z IL Co Q m J 9 0 0 O = J �2 NC O O O O O O O G �O = Q a Y C O O •O m w -3 k o 'o W az,_ - Q Z U U U U /—ADD Neighborhood l .,affic Management Survey ■ 1996 Agency: Location: State: Population: Name: Phone/FaxJE-Mail: Which of the following measures have you used or tested as part of a Neighborhood Traffic Management Program in your community? [Please CheC all the measures you have used and additionally Circle the measures that you have written criteria for use and/or standards for design] O Circles O Chokers (from curb extensions to medians) O Diverters/Street Closures O Education O HumpBumps/Undulations Cl Narrow Streets (How narrow? ft.) O Neighborhood Publicity/Information (advertisements, banners, etc....) O Neighborhood Traffic Watch (citizen measure speeds and/or letters are sent to violators) O Selective Traffic Enforcement O Speed Wagon/Trailer O Photo/Video Enforcement O Woonerfs Others: FAX TO: R. S. McCourt 503/243-1934 /-/ q 9 • Speed wagonshrailers are commonly used by agencies throughout North America. While this may not seem to many people to be a Neighborhood Traffic Management measure, the wagons do impact vehicle speeds on roadways. Based upon project work performed in Milwaukee, Oregon' I was able to compare multiple days of vehicle speed data at a similar location with and without a speed wagon. The 85th percentile speeds on the roadway were 5 MPH lower with the speed wagon than without the speed wagon (34 MPH compared to 29 MPH). • Some cities are testing photo radar, a technique where the device that looks like a speed wagon is equipped with a photo device that records vehicle license number and driver for issuing tickets. This is being tested in Oregon by the Cities of Portland and Beaverton in school areas and neighborhood zones. The performance studies are being conducted this year. • Many cities in the west are testing use of narrower local street designs to preserve lower vehicle speeds. The most common width used was 28 feet for this measure. • The City of Portland gets the award for the most Neighborhood Traffic Management measures used in a community. They indicated they have used them all (except Woonerfs, a European concept of local street design). I also did greatly appreciate the responses from agencies who do not use any measures (indicated by the na - not applicable - entries). It is important to know the number of cities who do not address Neighborhood Traffic Management as well as those that are active in the area. Beyond the basic comparisons between communities, the summary provides transportation engineers a prototype of what other agencies are able to accomplish within their budgets to meet neighborhood needs. While many cities are very aggressive in creatively serving neighborhood traffic management needs, other cities (particularly eastern cites) are not. All cities face increasing budget pressures and the survey shows that many agencies are clearly very innovative in addressing the public's needs within their budgets. To follow up this survey, a second Neighborhood Traffic Management survey focusing on performance of measures for communities that have done before and after studies will be performed in 1996197. This survey will also poll information regarding cities with standards on how they are used. I greatly appreciate everyone's participation in this survey and look forward to your help in the follow up survey next year. Traffic speed and volume surveys conducted in 1994 by DKS Associates for City of Milwaukie on 32nd Avenue. Two days of data were collected with a speed wagon in place and three days of data were collected separately without the presence of a speed wagon in the same location in the general vicinity of a school area in a 25 MPH speed zone. Neighborhood Traffic Management Sury By Ransford S. McCourt, ITE District 6 Technical Ch �y w,;0h Principal, DKS Associates, Portland, OregonxSiu'c..� In 1995 1 accepted the position of ITE District 6 Technical Chair and decided to develop an annual means where ITE members in the west could share information regarding basic elements of our profession. The objective was to provide a platform of information whereby transportation engineers and planners could quickly check what others are doing in the field. A simple "check the box" format was selected with the key element of the surveys being a list of contact names with phone and fax numbers for professionals to follow up and further exchange information. Two simple surveys were developed in the fall of 1995 for Neighborhood Traffic Management and Traffic Signal Maintenance and Design. The surveys were distributed to ITE District 6 Section Presidents for distribution to their membership. Additionally, in early 1996 Nazir Lalani included the surveys in a nationwide mailing from the ITE Technical Council to agency staff. This paper summarizes the results of the Neighborhood Traffic Management Survey. Results of the Traffic Signal Maintenance and Design Survey will be presented at the Fresno ITE District 6 Annual Meeting. The results from both surveys will be placed on the ITE District 6 Internet home page for members to review and use as they wish. The record file is a simple Excel spreadsheet which will be updated as information (updates, new entries and corrections) come in. At the Fresno meeting I will be polling members for topics of next years survey and would appreciate input from members. Neighborhood Traffic Management Survey of 1996 This survey provides an overview of the types of neighborhood traffic management actions that agencies have utilized in the United States. Twelve traffic management measures were listed for agency staff to indicate whether they had used them in their community and if written standards or criteria existed for their application. The survey form is attached. Fax responses were received by 165 agencies, representing 38 states in the USA and six provinces in Canada. The attached table provides a summary of the responses. A few observations can be made in reviewing the responses: • Western states are clearly making greater attempts to utilize a wide range of neighborhood traffic control measures than states east of District 6. • Undulations/humps/bumps are the most common measure where criteria/standards exist in communities. • Throughout North America, selective traffic enforcement is the most commonly used Neighborhood Traffic Management measure. • Many cities (particularly in the east) referenced stop signs as neighborhood traffic management measures, even though MUTCD clearly states that "STOP signs should not be used for speed control" (section 26-5). EXHIBIT J NEIGHBORHOOD TRAFFIC MANAGEMENT SURVEY OTE District 6 Technical Chair, 1996) j=j9� i i i a a a m i 0 m C m ' Y - m g 8 c e m, o m m $ m mm J m_ F m L. H�. (! 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S O Q W O W N N M �? d• Y J i- C H K Ol In V 0 z 7 2 w rl C?,L O r O N P P a 0 0 0 0 N N N N N N m d d dW d OWI O d d m m S m m W m m m W m C: c N ' O O O r O O V N O O O O O O O O V 7 ^ K N It N M r M '^ n O O x M O O x x ++ M In In N r r � m M m m a. m It .O .O A w N M r. � « s Ne yN x x X x x N O I ^ d Ib O O O O O r m w 000 m M N N oc M E 9 H F 4 N xx > In N OD O ^ O O O P O O 7 m N N N N r m F Y pmo M M OC N .- W u E W W W K tll W_ O � � O 3 - x x x x Fi be x x x x x W NO N ' OD �+ O O O m N C Fn 10 M OD Ill a+ �+ O m N M N N M It .D It ODN N N a+ m r �- c O W • m C V• m 1 O L = d O W O 6 y w Q m m a « d CA Y ,r C m d aLo+ 0 J 4 O 99 Y O r :2 ¢ Q y G y o u T N m L O m L p d W \ Y N f/l CL 7E � L 4 W = S X C7 �_ N Vl > to w L m d d \ 0 V O m ►a. W D. J 7 � Z W O u m I yE 4 C L E J W r S H OC N LL LL V S W m d O > LL y > H > O > M / d m m Y LL W O ti 0 O S 0 / ^/J \ d d m C O W O W W O W r N M d OC Y J H CO r S w O m OO 2 = 7-D✓�[l . m _ m O L m u a J G � ,r. O u J Y Z_ C. N u O C - c Y d Y C > m m ` Y Y V O d c u C u w u c a .c o � � u C L C J O 'Ol O -' C ` .Or O Y �► L 0 M L u 10 d i ., __ i i j i 0 m o .. o ' ., v . _ /-�9 L L L L L L u u u u u u m m m m m m 0 m m m d d we d N 00 0 0 0 0 0 0 08 0 m 0 8 8 8 8 8 8 8 m m m m d m m d m m W. ex of cc cc me me v v In .Mf xM M MAf M M v VO O O d P ' N ae co O N Y Mco 7 M w U% .O N A N A r r r m X X X X M X X X X X X a+ an .Np A A rn O O r1i m m Y m mm O 0 N N M M C N M10 Y 'O _� •XO K d d Nat N N N O O � Y Y m QAQ m A ifl N N C N N M r E � 4 N xx �xp r Z o0p m CO co LH It 6m' M It M M It W O E m H 2 m O J O ..ppale b tl d d M m A ge at N Y Y ✓ m M v M O N .O N P O In N A N N N N N M N � C W W m u W m 9w r w r m c m a = i a y a z 0 O 0 O W r J r 6 m Y w m m a CA _Q m o d cwi Q ;,e a y V . m W p W ` U m 0 • C CJ O r13 2 O T Y 0 + Y LL m Q 2 J Q 0 •�- C m 0 Y 0 x ► 2 0 x p • m + 0 L C �_ r Q Q J r Q + m Y a0+ 0 U 0 S Z W Q 6 m Ol L C \ d U ` C O. O m C J W W + 7Eq Y O m u U + •� x r J J m S Y Y •► U 0 = m O m m 2 r N >• •Vw. p � LL .0.. U L m 0 0 m \ U m LL LL Q m m O m L � L m Y x 2 E r .L 3 •L X V � 0 H If1 •► 'd L \ Y \ r O � 6 6 J LL Q x W O U d O t W J m r W r r C d ID L d 6 w 6 J S W Q r m W 0 6 0 x p O L .9 N N V P L L G 0 r J Q W W O O \ L 0 d 0 O 0 > m W m O r N LL LL V S p>p a gym.. > d p>p O W O W oC W r O O i O \ E d 0 m u O = 2 Q ! S 0 d C 0 m 01 W O W 6 2 S O W W O W Y J r oC O: S OC N W U p p m K 2 K •► 2 Y • m d 0 >• D] _ •O O 0 t d w o m Y J V C a 0 O Y 0 O Y g m ca g u d � Y w V 7 ? U C 0 M L H W Y L C v O uj LL 2 0 7 Y• U m O t N W Y ) L 2 0 0 N O Y U O m 0 V T _ � m w m _� ► b0 yU aO0m Y CO 0C CL Q0 Go m u mesc o i m c M d 0 L O 0 m C -m+ M + Y �o m Y O d _mIm m •O 7 m •p O m Y U N m Y_ d C O C 0 t m 0 0 Y 0 0 L L N �- C4 O 10 M IPn A M r r LL L L L L O O O O O O u u u u u u N N N N N N W N d W N NW m m m W W0 0 m m W W W W m 4 0 8 8 w d d d d c m d m m Ln � v wl v Cl lot u n o vx+ •gyp v •moo CIA o r W M N V� m 7 N M P K ' •O M P ' N ..ppp v 14 •O •00 d m N Y m W m Y m pn N O •0 0: O A Iff 1(1 •O Ifl Y � M M -1 M d N m N m m ated � � Yx1 � I f •x0 � M Y Y m P N IR \t K Ifs 10 M N M N co QW W r E 'O 6 r N xbe be bt N m Y N r A 10 0: d •O �t N �T W O E m K C r O N O O O 'p U 1. X K K X & 2e ie K K K Ye w N O ml ep Y O O N p N M m M It A •O If1 N m - ¢ Y Y N m M ^ M M I N in M N A •O A �- M N V► C W Ol U m ¢ r m C O W 0 m a p1 fj i w z m o 'm o W r a r w Y ti N Q 2 m L m O d U Q N 2 _ Y � W MW O 0 m eA C J O 2 2 U 0 L m • C O O ¢ Q W K Q Y m Y u m J z W m r m a _ a_ Y o M T m Y r () •► Y O O _ r 2 r K W W m m L C Q W ¢ W •► L . Y . � W 3 N N Z d 0 6 2 Q V) M w > y L C \ m T T d O J W W d W Y O W U U F J J y W W S U z A M r m > •► V � N N O OC > K 0 > V i m d 7 W m \ Y f/1 6 LL W O • m M m O ml i •- m Y 5 2 S. r X V D N N > •� L \ Y \ r = 7 Q Q 6 W M L m 0 'E N \ m ! m C[ H W !! 6 d J 9 r C O O m O a L W¢ J W m m L m C y BFVJ y > d J F W r F C tq •0 L C m E Y i W O 6 C9 Y J U W P L L O O �_ L 7 r J 6 6 •L Q Ll W Y \ O O .O •L 1L U F > m m > > > O r Q O > Y N C Y > W O W O W r W F O \ m m m Y F ¢ F W u Z 4 Y W F O r • m C 0 m W O W 4 2 0 W Q wow •O / 2,99? I Cb a r « m - Y m Y_ m 1 m m > m 0 m O i Cm m C m O 7 m O C T t0 903 mEmE O L .t"'O O W..� m m M mm « m o' i m = v _m pmp w t m « m 0 O m .. . m J I 0 L « I ,m m m m m 10 0 Z C D H 6 V ► I M M M M O H N 2 W Y C W N W U W V 6 J Z O v a z W V W R' o 0 a W O W ► CL K W N N W 2 m 6 0 W ~ a 0 Z - = > C W O tj m Y N S Q co ci m u W M 6 T O W7 0 O Y N O N W O W W 7 ¢ 2 J C (JJJCC 1 /r O M N O P CY N L L L L LL u v u v u u N N N N y w d d d m d d d d d d m m m m m m m m m m C pCp pCp pC pC pC pCp QC CCp m m m m m m m m m m pR, ppK�� K Y ..a: Ix M0cc w C K P P P xP 00 OND 00 00 IS xP Y be N N A d M ry O� =3C m 7 N N d P et O ' O N ' A M M De in be w r Y It F I ale -Ne l �1 Vl m 41 r m Y co 0 00 P M M w ' M S P N M « M It N N r r X �G be X N X X m X X �t WX m N r r M N Q Y Y Y 10 0 O N r K N Fn N v •O cm N mmQ m N �- r E LLJ be N Q N •p K> N 9 r ' W m N N N Y m 0 pmp W N OD OC P N N �t •O W E m K G N x O m CD U w d O N YXl �+ae at O m X N (e m m r N r �- 0 M M A •O •O N cm Y Y m r N N N M d N VOf N N N M O N ^ P- in C W W S _O U W W m C O W V r > O O) O OL W Q dl > 2 d O Y z ac N 4 W Q m U m d C W O W d L O d U 4 w h a u u r a a a o s w z az O ae H OC W 6 a W 6 Q J 2 •O •� C m d H m x 6 2 Or x G Z M Q N ~ W W m •� L C m V 2 N J ZH h 2 W 4 } •r Y d O O Y 2 Q W 2 -C 00 m C \ Omi 0 � y w d O w w Z W W W {5} Y O m O O w S N J J H U C \ w M 6 v N u O H O O U w Go m L O m L m L N Y W x Z Z F LL L) Q 1 p On w L \ 'p V Ea \ J 0- V Q Q H J •Z-• Q U N p O r m Y yd t L m J ma = OC N m H_ F• W a W ~ S p Z O V a O EO. L E W 41 _a JK N or W H 6 •O m m L C m E E 9 Y L77 U W O Q fW'1 N S Q f~A N C J P L L O C r_ \ O O L d d m O d W N w W of Q O W 2 v •O LL W U S i m d = F W N O. Y > d OL \ d C d m E Q w S W U 0 2 2 Q O Y M K W d W J Q r N �} K Y J H x H w Z w w w w U O W O O w U i /— 13?In 2 O 9 ow 2 d p W t m a m m 0 Y � Y L Y c o u m c v ;c i m 0 L Y 0 Go M � C Y � m S .m m c m - O m u u �► C S m 0 m 0 Yu L N 3 w ._ ` L p f85 N H r �► r— C (z -�q !4 C,4 o C,4 VfN M d P N M N M 0 0 L a L VV V V Y V W W N N N N m m m W m m 0 m m 0 8 8 8 8 8. S. ix ix w w a w w m ii O O O Oae .10e N N N N N M lgm 7 aC M It M Y1 X X �t �YMp X X X X X X m Y W W W C W .O aD K N M r r M Y s O X be O M M .XO M N N r r T Y Y Y 0 r M N M K M M N N m W q H a y > O m ' Ifl W Y + co N N Ix r H O m W O E m 1�- 2 W m O C X CD V w 1X.1 O X X O O N Y Y O W N M 10 P �O Y m r C W O1 V m aC H m C O W O W G to L 2 K Z d o w o W ti 9L W Y w W Q z 7 O L m O 0 u a w s CO u m m a O z v CD c o 0ae Q w z v = o m ami t m a Q J IL o `► C m Y S H S 2 m L r L [ m ► a H W WC • 3 W S o Q O •V V •u E O J W x N L) L C ~ T V t m d 7 d d \ u W _ o . d> In w o m r a aL+ Y x .- IL Y v IL W Q J 7 W K m w W Y Q V W \ O O L d d m -. L O d .\O IL NIL V ppE W 6JWLLV YO E >> u > O > 7 CL WV f M 4 -O m 0 7 K 0 N N Z Y U W W Z 2 J O U 2 J � 0 O L Y 0 • 0 a 0 3 ix d C g = 0 W U 0 m L a m O u v oop d J M m 7 0 0 2 d Y 1W- _ S a0.• m i > 0 7 O dM 2 d M S C r U m L F 0 O V d L 0 m Q 0 l� L \ L E d L f O O T C E a L m L i O « > Z O m M Y M V J L C Y 0 U M U d O 0 U m • d d L O r L C m O O: •� Yj 7 0 Y L d 0 0 r Z OC `. 0 L M O > Wo 0 0 0 N\ Y C0 m YS wL a •L3► m id0 dd L C L Ld m Yd C L > C> .SL 0 C Y 0 0C « 0 0 m L0 m0 tP a L FO i p 0m N O m 0 0 C Y 0 m 0 m O m co Cm m C O 0d O C 0 O m O i0 0 J m 3 0 O An in O m d O _ Md0m EE c TY 7 m Y O mm m23G -Fee = 0iG 3i0 0 C L i0L 0. GO0O 0 O L0L ma m m c m o n L0 a 3 0 • C O 0 Z > u d 0 0 d V Cmm G 0 0 m a daO CO 90 0 0 a O N N 7 m C •► 0 > d 0 Y Y i 2 m J C yy1m i YM•� 0 0 L O Y` r 0 Ow m Co0 O 0 •O m O d C0 0 S 7 M 0 d w0L im da O 0 0 Om i _ r0 C0 0am d0 0 Y -p 0 0 0 •ar\\O YC V66fiEEfi r_C rcd YL •LJr C 7 C r C Y a00 > 0 C 9 mm 0 m « U O m m O 0 d - - . • 0 'a CD i m da O M0 O 0 U dY > 7.O O. C +0 N Y 0 pLWW uY O 0 m O O X d d 0 L « O 0 C 0 Gd _YC0 O C m L O > O U IC W Z Z C O Z Z U o. Y p d C o. N v M M '••�O L L L L L L u u u u u u N N m m m m \ d m d m d d d m ald d m C pC pCp pCp pCp pC pCp C pCp ppC \ m m m dm m W m W m W W d m m d d d d d m J OC OC OC K K y6�' K K ��Opp: �.ccpp 2 O O O O m A y M M M M N N N N N N K d O N •p M � ^ M1 r P EI M N M C � Y N 7 It M A I K P N N .P1 N 6 N m � O z H M W Y v N CD I f1 ' M P P bt •� t:J m Y 2 m WO v v P N N v O �T ' Y � r r r 2 aC i y = W N �O z ale v v x 1 Y Y r r 0 m A m KP It N .t �t m m N 't M M N v N M EE4 � N \ F Q a m ai a a i v Ln x 'O P O M 3-t •x0 OC \ !• •t N r r N m O Y •^ ^ m mNCD r r Y M C N r C i m W O tui ac LU O 7 O v i M K X x 71 x x x x \ ► O Y N (7 Y Y 2 a0•. 0 M In M It 0.� cli N A m .O •O N .O It A M A v P M J N ' A N N N N J S J J_ S H 8 _m V K m C . y H W W aC H O O F W WCL Q m W Y Z d a0.. •m O W ti J_ J H 2 H v am m o d Q s w ac \ Y m W W J W au m m ; m a J O m x s O .^ y Y Ia C M O K H OC W u W m t m a Q Q o 0 m = `m m 0 c i Q a m N } • 'L L. V cfi C • V O ami t7 2 N J 2 W m i W m W O S z 3 W W Q m Y m r O W V V r r S O N m H J = 6 0 W O N 0 0 'Qm pE ti m m \ V W 2 W 0. N LL Q d 0 0 N = w L ` m 'O N Y W S 2 Z ►• IL Y tL ^ X O d \ E m79 ZOO _� m C O 777 O. O_C W W J H H W W Q 2 W ~ W t L 7E \ O U m L 7 L = W F Q J v f~il m 2 ~ 6 ~ U O d W L m mE V � d J _ P O L L O O m IV O d W m W K Q J O H W 3 W N 6 ImL -UC i ? m m d > IL 7 0 S V C w w m WEQ C YW m Q IL O W O W O > OC W H \ VEI Q •i . i W tttiff i u O >_ > 2 m d C d m K W O W G 2 Q S W 0 m •- N M �t O: Y ••. J H K H O'. i C m W at m ti p p O m 1—/Q2. � N C7 2 6 N V W N d Y C z a z u w 0 J Z O U Q S 6 F 2 Y O H l lz W U W W W K 3 d W O c N 1L N W Y J LLI F V N N W S U W U U) C W O N Q N > W y LLP C7 Q S 6 Q J 7 S O 2 w WY O U m ~ O Y Z O N x S ► K J Q N F U m m 6 U W Y W U Q 7 O W 7 M (/ W J Q h W O W N m U Y 7 C = J w M c m O L L « L Y m = $ d4 T O L m m m m � ` � _ c L • m m m C — m Y M M Y 0 pL T an d L g m 0 C O « C m w m m m s c m T 7 7 Y « m m L m ° = 0 V 7 Y m m o m _a a m C T W M ° a F& .. r o_ c m m A m Y m Y « C 7 L C m Y W M O m o m $ s a � -0 r m O « m ti m O m d O V d O f W Imp L 0 m m m L C C O. L1 00 O -0 a O 7 W d Y r O Om C � O C �_/(�f� > m r L L G O VOo x 2 v o. « o m a a o c Exhibit K Exhibit L Exhibit M Calming Traffic, Governing, August, 1996 Suburban Residential Traffic Control, ITE Journal, September, 1995 City Works With Neighborhoods to Mitigate Traffic, Roads and Bridges, July, 1996. �_ TRANSPORTA N[ l ±i G ® fUu j Lj� Calming, SXS For decades, traffic engineers have worked to make neighborhood streets more efficient. Now, to slow down cars and restore neighborhood quality, they're working to make some streets less efficient. BY DOUG LEh10V T L. - eadowbruok .-1%cnuc, Which runs cast-west behwcen 13th and Kith streets real- doa ntoawn Phoeni;,is the site of one-of the c•ity's most successful rcc•cnt road- �. improvement projects. A popular spurt- cut for commuters, it had inadequate k cut >ing and was text nan-uac to e:ui% the more than 1,500 vehicles that used it dailw. - — Rather than %%idening striping and re- p:awin!, the street, 110WV%er. the cit% - brought \lead0X%br00k up to Spred by slocwirg it clown. After disc•u.sin!, the options %xith residents, Phoc•nis"s \Cl,rl horhood Traffic Vana!,c•rn.•nt Pro,raun installed it Abi gtmal diVV ta'1-•• at the cor- ner of V eadowhrook and 14th Place. The Traffic calming in theory and is ,x ,.r, E -.. - diverter connects the ' ,z'' � practice:atwo-lane angled slow curbs on the southwLst ' •• ' d - • •- point la variation on the choker), .uz' - ��.w.;.t:a". �.uw-,. as desi-ned and in use in a and northeast comers of >`•-''`Jr " - '' `"•i ' = e s` s Florida neighborhood. the intersection With a n 1 j � w:t %rn� t � ...................................................... .......................... harrier that restrictse` pas- \ traffic c,dmin!,." that is grainnn,influence sage from one side to ati..,- -� _ �,�J.�' tr :;:rtr•«�:;Wit.' antrtn•, trafRc cu"inecrs and ttrbatt plaur the other and results in ours. Increasing]. traFfic pruhlcnts are two reflecti ig 90-&gpee := 's :' s m�• _ , :. brill, cased by makim, sonic roadways turns. Effectively, it ""` Less efficient, especiallyfor commuter shuts dossn the street to traffic. In a sense, traffic calming reverses commuter traffic. deeatdc•S of.work hmard na:cximizing the That may have annoyed conunutets. im,—Sonic meetings with ttsidents, a speed and efliciulle% of"urban and subur- but the neighborhood is de•lir,6ted. tc•raapot-arV banirr.a fiadaws of testis!,— pan ro:ulawaas. Before the diverter was put in. recalls especialh• compared ct•ith the cost of' Whik• it nice' Seem to sour like a sws- Herb banter, president of the \Iradrnw- rcpuain!,or�aidenir>�. And since the cih tematic•pro!,ram for niessin',up perfectly brook \eighborhood :Association. docs not pay for permanent neighbor- ,00d streets. tu-b:ut planners increasingly motorists roared down the unlined strccrt hood traffic• fixtures, the price tag for the sec t iffic ca lMill!,its a loll!,-te•nn way to at twice the posted speed limit of 35 structure that caill replace the temporan' redirect traffic to more ell"Ic•ient thor- miles per hour. Parents were reluc•taud to harrier—S15.000 to 530,000. incluclim_ ou!,111 res and. in for h:o-_ain. restore a allow their children to walk to ncislabur- the cost of the pernuutent harrier's bit of neiahhodmod qualih' to residential hood schools. Soon after it was installed clesert-st'le• landscxpin!,—will he hone areas that have bec•oille hi!,b-speed coni- last year, the diverter had dvereased the by \lead0%Vhro0k residents. Kanter says mutet'speedWays. daih•number of vehicles usin_ \Icacicm- the cunununih is applying fitr it comnau- In it larver sense. interest in traffic brook by 63 percent on the east side of nip block I'l-ant to fund the project. c.almim,cones in die wake of the realizit- the diverter and by 87 percent on the If ta•affic problems like \leadowbrook s tion that building ones swa}• out of traffic west side. are old news, the solution reflects it new problems cyan be an unreachable goal. The solution cost the city next to noth- brand of thinking, known generally as "Por we:as, ur genuinclw believed that if /_�/3 A.nz,i do;.&l.n/,•-:(�ir.�Guri .au?u.,t 1991; G 0 V F R N 1 N r 2S ®r TT drivers. Even cautious drivers "read The aft'Ordability of speed humps, such streets and think hi,diway, says howex-cr, can lead to their over-use. To i desig -0 in I Wal Sucher."If a road is orit,nalh ped he cRokth -eclitcing speed. says - for 45) miles IN-1-lIOUr:rind marked fol* to. speed hunips most be spliced regn I- 30, peopIL pick tip oil the contradic- rOadW1.1%.SllrfaCC,MId vers and tile%- drive 45." Traffic Calk. L-all work to milk(- drivers more calmer,by contrast, try to encourage aururressive. -\\'e don't like to set- more slow drivi:it,I \%ith an environmental than one or two at a tinic, says Kuhtsll. approach. '-flivy have it hostile,lgrgrressik e connota- To create that environment, traffic tion for drivers. and an arlory driver is engineers have LORIL tip Mith it sari- 11101-C to be a problem,driver. For -1 vason, says Kulash, mail\. Cal i r eh of tools. Tile., include relatively that 1 11 e s new devices, with such names ;is the would rather employ horizontal choker- and the variations approaches.which offer more lesignflex- ri 1110re familiar ideas, such as specd illilih alloISUbtlCh'. "humps- (redesigned'andsubtler ver- A flivorite horizontal technique for cions Of the.SpoLd hUnIpS that have nat- Ktilitsh is the"mid-block-diverter, which tied tail pipes in shopping-center parkill" adds it 11111CIS(MIX-d Obstacle in the middle INTERSECTION SLOW POW lots fi)r decades);and even banks of%%-oil- of it residential street, forcing cars to placed trees. (Inert around it and signaling them to 11 we built adequate roadway space, it Retrofittina existing roads;to calm tr.Lf- slow."It deflects it drivers Course,breaks would alleviate our congestion problems," fic most often i.I1VOIVCS changing the dri- ill) the Ion,-street \iLAv and creates pro- says Cynthia Hoyle, a consultant for the ver's path from the straight, and fistest. tected on-street parking and public grreen American Plannina Association."We built line between points. Nlediods; of vehicle spacc." lie says. \%Iiat's more, the niid- roads 20 yews ago x0th the promise that control are divided into VeltiO.11 and 110li- 1)1:]L''(Ii%_CrtVI:CUII IIIO.St Often be installed then Would keep ti-affic running Sill(X)fllly zontal categories.Vel-tiCiLl CICViCCS fildlidt' without widening streets or rebuilding into the next Celiturv,but diev were filled speed tallies (raised crosswalks that cars drainage systems. 2 to c�apaeitv%\ithin it few years:' PaSS over COIlliortabIV lot:5 Illpll but jar- Divertcn, can be used at intersections with illOre roads encouraging more ringjy at 35),speed humps(no\\-designed its well its mid-block, steering cars into traffiC, SaVS Hoyle, and studies sho\\ring with a curvature gentle at slow speeds desi,_rllated turning patterns—picture that hii'lier speeds do not always mean but exponentially disruptive at higher small versions of the traffic circle—and greater can ging capacity, planners speeds),and it varieh of naturalistic tech- creating enough of detour to force dri- be(ran to focus oil Infildim, roads that niques. A series of three or four hill xvr., passing through the intersection to I- C, I encouraged sustainable use and appro- crests, ordinarily removed from a slo\% down. in some cases just enough to priate driver behavior. Liveable traffic" roadhed during con- is tile t(11,111 Used by Walter Kulash, it Stl-LIC6011,Call be Used t(: principal at an Orlando, Florida, plan- slow traffic and SOOtIlL ting firm whose projects have calmed drivers naturally, say, 4� strects in Florida, California and Kulash, breaking urr. Minnesota. long sight lines that fos- ter disen�;ikgement firoln There are it lot of ways to create the road-way eliviron- Iiveahle traffic,"and not all of them meat and djffii.se serisa- close off streets the way Nlcadow- tions0 f speed. Simi- ............. .... ... brook's diverter does. In fact,theclose-it- larlv, a chall-C ill do\%it approach is a contentious one pavement texture, such SINGLE-LANE SLOW POINT anionIg traffic calmers. Kulash suggests ests; ;Is bricking over a cross- that its more efficient to keep most roads walk, can signal shivers to slow down in itilfM 1111.11lidpalitiCS to(10 a\VZIV N%itll net- open.kith the caveat that"they can drive anticipation of,pedestrialls. viva nor four-way stop signs. That can the %%.it%- we %%arlt in neiffliborhoods or Speed humps can he installed for its make streets more efficient evell %%-]tile take the bigger roads. Its behavior we're little as $1,500 each and include little 1OWC1111"SI)eLdS,and it can help Cut back after. maintenance cost other than periodic on the excessive use of stop siZ- gns as ClI.Lnging driver behavior *"means repainting. In fact, says C. Edward Will- need-control devices, a practice traffic chart-ing perceptions of space," Says ter, chief of the tritfile engineering clivi- cinzinteers fl-own on because it fosters David Sucher-a Seattle urban planning cion in Homard County, Maryland; tip to general disrespect for traffic signals and expert."People respond to design,even if 30 percent of the cost associated with leads some drivers to speed tip between they're not aware of what they're doing installing Speed humps comes from the signs to nial"e 111)for lost time.Cities such Engineers who built residential streets signs necessary to advise driNei-5 of fl-teir its Seattic and, Portland, Oregon, have Ionv, wide and smooth in the interest of presence; once speed humps are on a made such mini-ti-affic circles mainstays Safety and then posted speed limits of 25 street and-signed, the additional cost of of dieir residential traffic systems, result- mph were sending mixed messages to more humps is lessened. ille not 0111% in SUCCe.SS15111 t IUffl I T to s ment but in a system of attractively land- �` them vote for or against it,"says Walter. scaped neighborhood markers. V "We require 60 percent approval of those A horizontal design that Sucher favorsw•ho actually vote. is the curb bulb, which benefits Montgomery County focuses and protects pedestrians while its community approval process slowing cars. The curb bulb F. on specific problem areas. A enlarges pedestrian waiting areas �r >r petition must be signed by hyo- at comers, pushing the side%%alk --��" ,r r;; tl=� 'a thirds of the houses on the further into the street, often to x' "y' . affected block (as opposed to the far edge of parking lames. Not the whole neighborhood,which. only does it narrow the amount of Howard County's procedure street pedestrians have to cross,it `Y.Rw' considers), and then endorsed also slows driver speeds at crowded ; i b.•the local civic association. intersections by reducing turning radii ' = Like Howard County, Phoenix polls and preventing comer-cutting. entire neighborhoods, and although gen- a version of the curb bulb can also be " yl. ; erating consensi s is usually not hard for used mid-block,where its known as the '-3:,.. _ communities, the procedure sometimes "pedestrian peninsula," and where it - reveals local anger to be localized to a few often works in concert with at "slow INTMEcnaN DWERM vocal residents.Along Phoenix's Lakeside point" or "choker," an area where the Boule%ard,for example,a survey was dis- road bed is narrowed (and often angled) Scott Wainwright, the programs director, tributed to 760 households in response to enough to force drivers to slow at pedes- "its just not justified for the money." the complaints of about 30 residents trian crossings. In some cases, a choker Phoenix uses 1,000 vehicles per day as proposing restrictions to the heavily trav- %ill narrow the road bed enough to allow a criteria, and if Meadow•brook Avenue eled thoroughfare. The survey, Frisbie only one car to pass at a time, forcing were in montgonlery County,its western says, revealed `73uge opposition" to drs- oncoming cars to yield. \Bile this may half(tested at 574 vehicles per clay) tic restrictions on Lakeside. Speed seem like a recipe for head-on collisions. would still be nearly eligible for addi- humps and enhanced police enforcement calmers say the opposite is true.The sin- tiona l after the di%erter's were employed instead. gle-lane choker reduces accidents by installation. slowing drivers and forcing them to Some jurisdictions are more interestedlie choices available to the residents acknowledge and interact with other in me:tsming speed of traffic than volume along Lakeside Boulevard illustrate vehicles on the roadway. Such interx•- of crus. I lova rd County relies healily on traffic calming s flexibility—fiscal tions "demand eye contact fionr drivers, -4-hour mechanical speed counters: If 15 and othemise. 'There's a lot of bang for and are personal and rarely hostile," saes percent of tile drivers are traveling at the bucks," says ICulash. Since many Kulash. "Its the kind of thing that's gone more than 10 miles per hour over the approaches to calming can be installed on from time immemorial on neighbor- posted limit, the county will take action. cheaply, he adds, "you can proceed in hood streets where there's pa cling and '111at N. if that's what the neighborhood tiny increments,five thousand dollars at a only one car can get by." wants. "We g_o to the Community and let time." That pro%ides plenty of room for trial Eyen traffic calnrers agree that, for it and error.The\leado\vbrook project,for to work in the long run, making the Even traffic example, began with a temporary struc- slow slower has to be balanced by titre. If it had turned out to have been a making the fast faster.'We want to matke mistake. the city could have removed it local roads slower and major roads more ealmers agree that, and cut its losses immediately. 'The big efficient,' says \4ichael Frisbie, a tiaf c thing is, you can experiment," says engineer for the city of Phoenix who runsg Sucher.'Try one intersection and maybe the Neighborhood Traffic Management far it to Work ill it'll work. It doesn't have to be a region- Program, "so we also look at commuter wide policy.You can put one idea in and bottlenecks,left-tum phases,light timing. ,} see what happens." They go hand in hand." the l®n+©v- run, One thing that happens, of course, is The problem is that not everyone that commuters lose some of their a ees on where to drawthe line between >` 1 f norite shortcuts.While that may ratchet collector road and residential street. In � �� It the sl®�� up their level of aggravation, it may even Montgomery County, Maryland. for offer something for them as well. Sucher example, a traffic calming program has slower has to be suggests that traffic calming provides installed more than 500 speed humps enough structure to automobile traffic to since July 1994, many of them on roadsallow it to continue to be a part of cities once frequented by commuters. The balanced by mak �� without overunning them. "A lot of new county will consider taking action if test- urbanists are anti-car," he says, "but that ing shows there to be more than 600 c.us . scares ordinary citizens.Traffic calming is per clay on a given street; othemise, says lnb the fast faster. a compromise that people can accept." M August 1996 G O V E R N I N G 27 /—J/< i Suburban Residential Traffic Calming BY C. EDWARD WALTER raffic calming or slowing is frequently classification. In Howard County, to reduce speed in suburban residential referred to as reverse traffic engineer- Maryland,which lies between Baltimore communities.This article presents the ing.Instead of easing and speeding traffic and Washington,a 35 mph design speed results of that effort. flow, traffic calming uses geometric was used for residential streets with a changes or designs that passively regulate 30 ft to 36 ft roadway width. Frequently Vertical Alignment travel speed. Europeans take traffic 2,400-ft to 3,000-ft long cul-de-sac streets Modification calming very seriously: In residential were approved; it is little wonder that 1 areas they try for 20 miles per hour despite 25 mph speed limits, 85th per- Vertical changes to roadway geome- (mph) speeds to reduce injury severity. centile speeds of 38 mph to 40 mph are try offer guaranteed speed reduction.- in commercial areas, where there are routine in such residential areas. Speed humps,developed in England and ared traffic zones between vehicles and Residential speeding is a major com- sometimes referred to as "insomniac edestrians,they strive to achieve speeds munity concern. Speeding has become a policemen," control speed by adjusting of 10 mph to 15 mph. Traffic calming way of life for many; although residents the height and spacing of the hump.They measures are generally retrofitted onto may pass their own property within the introduce a vertical acceleration factor to existing streets. However, having once speed limit, 11 property have nn hocitation in the vehicle. The Watt's Profile Speed recognized the need for traffic calming, zippiertheir neighbors' pro Hump,as developed in England,is a por- these ideas have led to new hierarchies of fast as oossible. Police with limited tion of a 12 ft-long cylinder rising 3 inches residential street classifications and resources undertake periodic enforce- (in) in height (see Figure 1). In 1990, design principles in England and ment on request, but such enforcement Howard County placed seven of these Austria.' efforts are spotty at best These situations humps on Baltimore Avenue near In the Washington, D.C.-Baltimore, have given rise to the development and Laurel, Md. The 85th percentile speed Md., suburban areas, postwar residential success of traffic development frequently was modeled calming measures in along the Columbia,Md.,residential plan existing residential of long curving residential streets with neighborhoods. numerous cul-de-sacs.These nonlinear Traffic engineers street plans have led to longer trip in the metropolitan lengths.At the same time these new resi- counties surrounding SPEED SPEED HUMP BUMP dential patterns were developing, local Baltimore and RELATIVE DIFFERENCE BETWEEN COINENEIONAL SPEED BUMPS OND NEW SPEED HUMPS. governments developed minimum design Washington have standards setting width, curvature and formed the Maryland DIRECTION or"Arm frequently vertical grades based on street Traffic Engineers Council to solve joint problems. Several of ,,,, x C. Edward the jurisdictions have WATTS TYPE RUMP CROSS secrloN Walter is Chief of been working with F the Traffic Engi- community groups neering Division on traffic calming for Howard measures. In 1992, County, Maryland the council formed a He is a graduate of traffic calming sub- Cornell University and has a master's committee to share rLAT TDP HUMP CROSS SECTION de ree om MIT.He is a Member of ITE. s information on way g fr Figure 1.Speed hump. 44 • ITE JOURNAL-SEPTEMBER 1995 2ZI Ao", /'aC� i to 8,000 vpd.'A flat top speed hump 22-ft long with a center 10-ft flat section was pioneered in the United States by Seminole � County,Florida,'.where it has been used on collector roads with r more than 12.000 v .In England,flat top humps are used on col- lector roads and also frequently serve as pedestrian crossings. Two flat top humps were installed in 1993 on Shaker Drive in WON-MOUNTABLE MOU ABLE 'I Howard County, where the 85th percentile speed was reduced NRB B GUTTER ,, cups a GUTTER from 43 mph to 29 mph. Remarkably, the speed between humps and at humps are essentially the same. (Seminole County found _ similar operating experience.) This characteristic has led to its FILLa OD OR adoption in Howard County a5 he preferredSEED hump design. The City of College Park,Md.,recently completed construction T) of four raised pedestrian crossings as part of a road rehabilitation. The cross section is similar to a flat top speed hump with a 3-in rise.The city added visual impact to the crossings by constructing the flat top portion with concrete and brick. The Institute of Transportation Engineers has published a pro- posed recommended practice on speed humps.It was prepared by the Technical Council Speed Humps Task Force,which is current- ly evaluating comments before a final decision on adoption' Figure 2 Traffic circle. before placement was 38 mph and the speed limit 25 mph. Horizontal Alignment Changes Immediately afterward(and continuing to the present day),85th Traffic Circles and Roundabouts percentile speeds were 27 mph to 29 mph between humps and The City of Seattle, Wash.,pioneered the U.S. concept of 15 mph at each hump.The series of humps replaced two multi- installing small traffic circles in existing intersections to slow traffic way stops and had the concurrence of 75 percent of residents. through residential areas. From a small beginning in 1978,Seattle There have been no accidents in the four years since the humps has now constructed more than 800 traffic circles on residential were placed vs. four accidents in the two years immediately streets."Their pioneering experience has been adopted elsewhere, before hump construction. including suburban Maryland counties.Traffic circles have been A year later Howard County placed four humps on installed in Maryland as both.temporary and permanent installa- )ogwood Drive,a narrow residential street between two arteri- tions.Some of the temporary installations have been redesigned as A roadways. The 85th percentile speed before construction of permanent ones and some have been removed at the request of the humps was 40 mph;after construction,it dropped to 28 mph. residents. Anne Arundel and Montgomery counties have each There also has been a 24 percent reduction in traffic volumes on installed several circles(see Figure 2). Dogwood Drive as vehicles diverted to other routes. The success of traffic circles in reducing residential travel speeds The Wart's Profile Speed Hump frequently has been limited is related to the amount of horizontal deflection required as a vehi- in its application to roadways with 3,000 vehicles per day(vpd) cle moves around the circle.'Both Anne Arundel and Montgomery or fewer,although Dallas permits its use on streets handling up counties have designed considerable deflection in their circles, effectively prohibiting intersection traffic from traveling more than 18 mph to 20 mph. Operationally,side roads stop for traffic on the e main route. Most left-turning cars will make a 270-degree turn around the circle.Some of the circles have been constructed with a mountable curb and 4 ft concrete ring to accommodate trucks. However,large trucks cannot operate within the turning radius of the circles and therefore make left turns in front of the circle.This b A could be considered a dangerous practice except volumes are low and the circles are designed with good visibility. Because of the problem of trucks turning in front of the circles. Prince Georges County has constructed several roundabouts. Roundabouts are similar to traffic circles but have splitter islands a �� that effectively prevent trucks from turning in front of the circle' m ©o" nap� Generally the islands are formed with concrete or asphalt curb, •' ° but occasionally they are painted (see Figure 3). Operationally, .t traffic entering a roundabout yields to traffic in the circle, and ""= there is no major road/minor road consideration as at normal TYPICAL intersections. Roundabouts large enough to accommodate trucks SIGNAGE must have a total inscribed diameter of approximately 100 feet (ft). This is frequently difficult to achieve in residential intersec- tions without acquiring additional right-of-way. Both roundabouts and traffic circles are very effective as inter- section traffic calming devices.They have been used with consid- .:-4 erable success in Montgomery County for isolated intersection Figure 3.Roundabout. calming, where 85th percentile speeds have been reduced from 46 • ITE JOURNAL-SEPTEMBER 1995 l-c.217 more than 40 mph to 20-" mph. Along a residential route they i must be repeated at regular intervals to maintain "calm" traffic speeds throughout. Circles have also been constructed between intersections to calm traffic. i Roadway Restrictions Roadwav restrictions can also be effective traffic calming I devices. Many residential streets are considerably wider than reouirel.On such streets.cars parked opposite each other in mid- block act as a temporary roadway restriction.This phenomenon can be created by constructing pedestrian peninsulas at intersec- r =a AREA OF MO'.,NT:BLE CURB tions or chokers at mid-block(see Figure 4).The pavement width between chokers can be built for one traffic lane or two. Likewise PAVEM REFLECTIVE PSVEMENT MARKERS the restriction can be either parallel to the travel wav or twisted t 0 the direction of travel (see Figure 5. nest page). Downtown s &® Market Street in York,Pa..is an excellent example of a one-%way a street narrowed to two lanes with a iwvist introduced at each end of J a long block in order to reduce travel speeds. Medians also can be used for road narrowings.Medians 20 ft to ® 132M 50 ft or more in length have been constructed in Anne Arundel County in advance of intersections. Roadwav widths each side of the medians are 11 ft. However.unless cars regularly park along Figure 4 Parallel choker. the street.median construction by itself does little to reduce traffic speed.To compensate for this.Anne Arundel County is construct- A variation on roadway restrictions has been constructed at in-,small bulb-outs (peninsula projections into the roadway) to two Prince Georges County intersections, where offset small force drivers to make a lateral deflection as they approach and medians force vehicles to go through a lateral deflection in one enter median-calmed area. Studies indicate that islands have direction of travel only. In the next block a similar median reduced 85th percentile speeds by 2 mph to 5 mph.Islands without forces similar deflection for the other direction of traffic. lateral deflection have the least speed reduction. Both Anne Arundel and Howard counties have painted Where are your high accident locations? _.: Wersection Magic°software can tell you that,plus: •. - -�. Nf Customized collision diagrams 1, N/ Charts on Time of Day, DUI,Type of collision,etc Any user criteria! N' Frequency reports,accident lists, custom reports,etc. f ' =` GIS compatible output Nf MS Windows—compatible Programming For information,contact Pd' Programming.Inc.,or ask your current consulting engineer about Intersection Magice. Questions may also be directed to Hartzog&Crobill Inc. These Los Angeles area consulting traffic engineers have teamed up\mth Pd' Programming.Inc. Working together,we can help you with all your traffic engineering needs.(714)731-9455 ITE JOURNAL- SEPTEMBER 1995 • 47 .30*-36, parking lane lines without centerline striping on residential streets.This visually narrows the available roadway and has PAVEMENT .. resulted in reductions of 3 mph to 4 mph in vehicle travel.This MA4KING o narrowing can be reinforced with several pedestrian peninsulas W and speed humps. Such combinations of traffic calming mea- 40z sures are used extensively in Europe to achieve desired speed Ge-unm W reductions. z Traffic Calming Criteria V • 0.46" Tentative criteria have been developed governing the instal- s ?AVEMEN e wiarN < z lation of traffic calming devices. Roadways considered for traf- fic calming must be primarily residential streets with a majority of residential homes and driveways fronting on the street. g Existing 85th percentile speeds must be 10 mph or more above z the speed limit and there must be 1,000 vpd or more using the residential street. Each of the metropolitan jurisdictions study traffic calming measures after neighborhood complaints. They m w'' BD then.work with the community to quantify and define the prob- lem,and specific recommendations are made to the community. Maryland has found resident acceptance is paramount, and is best facilitated by working with a traffic committee from the community,which can then sell the project to the community at large. Howard County requires 60 percent of residents to approve recommendations by petition before construction. Conclusions Traffic calming can be an effective means of reducing speeds Figure 5.Twisted choker. in established residential neighborhoods. Speeding generally occurs along the entire length of a street,may extend over sev- eral streets,and requires the regular repetition of traffic calming measures.The specific measures to be used for traffic calming ICE are determined by roadway characteristics. cost restraints and resident acceptance. Speed reductions ranging from 3 mph to WARNING 24 mph have been obtained depending on the specific traffic SYSTEM calming devices utilized. Regular repetition of calming devices at 400 ft to 600 ft intervals is required to maintain slower speeds I A tool for the road maintenance services along the length of a street. The 4 EDS components: References Active pavement sensor 1. Green Street Joint Venture. Australian Model Code for Residential Developnrcnr. Canberra.Australia: Department of Roadside weather station MOORE. Industry.Technology and Commerce.Nov. 1990. "I,, Data acquisition software 2. Devon County Council. Traffic CuGrring Guidelines. Great Pagers Britain:Devon County Council.1991.pp.28-31. 3. City of Dallas, Department of Transportation. Road Hump Design. Dallas. Texas: City of Dallas. Department of • Precise determination of Transportation.p.2. the freezing temperature 4. Nicodemus•David A.-Safe and Effective Roadway Humps,The Seminole County Profile.- lTE Compendium of Technical • Reliable determination of the road surface Papers.Washington.D.C.:Institute of Transportation Engineers, condition using a single transducer 1991,pp. 102-105. 5. Institute of Transportation Engineers. Guidelines for the Design • Continuous prediction of the time of and Application of Speed Humps, A Proposed Recommended ice formation Practice. Washineton. D.C.: Institute of Transportation Eneinecrs,March 1993. • Direct road surface information and alarm 6. Todd.Kenneth."A History of Roundabouts in the United States transmission through wireless pagers and France." Transportation Quarrerl} 2(3).Oct. 19S8.p.611. 7. Austroads. Guide to Traffic Engineering Practice, Roundabouts. ■ vibro-meter Sydney. Australia:Austroads.1993.pp.19-27. S. Austroads. Guide to Traffic Engineering Practice, Roturdabotus. USA VIBRO-METER Corp. Sydney.Australia:Austroads.1993.pp.23. 489 Devon Park Drive#310 Wayne, PA 19087 f1 Phone:(610) 688 3700 Fax: (610)688 3714 i 48 • ITE JOURNAL.- SEPTEMBER 1995 oc` I -s-T�- wmATSSA Safety Section City wants with �eighho�hoods t® Il IU9,91V tPallic SPEED Tucson establishes a Neighborhood Traffic Management Program HUMP to control speeders and cut-through traffic in residential areas by Pat ArgeManu The managing of traffic in residential neighborhoods has tic on the neighborhood environment and maintaining emer- always been an issue for both residents and traffic en-i- gency vehicle access. Convenience to the motorist was a neers. As cities develop new areas, traffic volumes secondary consideration. increase and arterial streets are unable to accommodate the new demand. Subsequently.drivers attempt to find the least hl the estabGShment of NTMP. the following guide- traveled streets or short-cuts to avoid traffic congestion. lines were set: Neighborhood streets were defined-as local When this occurs,a cry from the neighborhood is heard loud or collector streets within or adjacent to designated neigh- and clear, -There is cut-through traffic and speeding in our borhoods with abutting land uses that are at least 95% resi- neighborhood." Almost immediately, residents inform dential when considered in segments of one-quarter mile; either their council person or their local traffic engineer of traffic volumes on neishborhood streets should be consis- the condition. tent with the density-of residential development that is In the past. most cities found it difficult to respond to those served by a particular neighborhood street: and vehicle problems because in most instances all they could offer was a speeds on neighborhood streets generally should be 25 mph temporary solution or sometimes no solution at all. Police for local streets and 30-35 mph for collector streets. Traffic were notified and deployed there, but only for a short time speed in excess of these guidelines normally indicate the and soon after the police left the speeding would resume. I[ need for increased police enforcement and/or a study to was not until the inception of the Neighborhood Traffic Man- develop, implement and evaluate remedial actions. agement Program (NTMP) that most cities became better When neishborhood areas or residences experience equipped to respond successfully to recurring problems of unwanted traffic volumes and speeding on neighborhood speeding and cut-thro[tgh traffic in residential neighborhoods. streets, they may benefit from a study to develop or imple- in May 1991. the city of Tucson established an NTMP to ment some type of traffic mitigation plan. Procedures were protect the quality of life in their neighborhoods. The over- set for residents who wanted a traffic study. In Tucson, a ridin.; considerations in sohine traffic problems in the request for a neighborhood traffic study must be made in neighborhoods was safety.the impacts of Unnecessary traf- writing. by either a resident or neighborhood association. to the city' traffic engineer's office and must be ,4borc: The circ Of' by a signed petition from resi- Tuc.son has _ dents supporting the study.Once the petition successf lls used is submitted and represents 60% of the resi- .spe•ed hunrps to dents in the affected area,the petition is ver- derer.speeding in ified for correct address and ownership of residential the properties listed on the petition. Upon neighborhoods. verification of the petition, residents are Speed humps differ notified that their neighborhood has been from speer(bumps by their parabolic• 2" .shiape. which gire•s it r a(inter profile and a less abrupt ride. Right: Ale•diur:s help aw-fir mhieure nrrjfrc b•: tiring the nzolorisr the prrceprien:that Thr rrurducrc is n40rro11', 1,211S ? W.-T.• �• `_tr^+ve"' n- _`.3�".-t ' ...... causing them to ;;- ==�,c�,. -- _• .. 'e ...._ reduce their speed. •-`:' :.-•_-..: Ar;enziono is the assistant project en;ineer for Neighbor- } !rood Traffic Mann;entew in the city of Tucson,Ariz. 48 ROADS 8 BRIDGES'JULY,1996 I'v2c20 approved for a study to verify the traffic problem. Follow- test period, the city traffic engineer's staff will await the ins the study, the traffic engineer's office will then identify conclusion of the test and the recommendation of the neigh- a preferred traffic-management or control plan to help boyhood before permanent installation of the plan. Should resolve the problem. The plan is to be jointly selected by some residents,during the test period, no longer suppor residents in the petition area and the city traffic engineers plan and the percentage of approval falls below the ori staff in conjunction with other city agencies. such as the 60%,or if there is an -c%-ern helming protest to the plan. 11fe Police Department. The selection of the plan should include project will be terminated or revised for a new demonstra- consideration of what the impact. if any. will have on local tion and test period. streets or areas outside of the petition area as a result of The NTMP offers a number of traffic-mitigation plans. implementing the traffic mitigation plan. Among them is the popular speed hump. which has become If it is determined that the implementation of the plan the signature mitigation plan for reducing speed in residen- could adversely impact adjacent neighbor- tial neighborhoods.Speed humps have become hood,. then the process may require-the - so popular that residents call in and request affected residents to reorganize and them for their neichborhoods. A far cry include representatives of the adjacent from the start of the program when streets or neighborhood. Ifrepresenta- 1 t most residents were perplexed at the tives from the adjoining neighbor- idea of speed humps on city streets, part Pt hood are not inclined to become ;�c�I.- j -' .. which they immediately associated of the program. then the neighbor- ' ,�=�•.�_-.' r=� �-----._..;,: with shopping center and apartment hood must select an alternativeIan so. p ... cx ::c.....s__; complexes. that would not divert traffic to adja While most nti:hborhoods know in t cent streets. 1Vhenecer a plan is ':. ,,; .: f- = advance that they want spied humps, it changed or differs from the original, the ~`=`l_ - ':• '� still must be determined if their neiahbor- -:...:..t:�• - residents must be petitioned again so as to behood streets are suitable or qualify for humps aware of the changes. A traffic-mitigation plan Tucson uses laidreaped as a traffic-mitigation plan. Agencies within will not be implemented without a new petition traffic circles at four the city and utility companies are sent the traf- showing the changes. way stop intersections fic plans on the proposed streets for their In some instances, depending on the type of in residential areas,to review and approval. traffic mitigation plan. a test period. generally slow down tragic. Traffic mitigation is not limited to speed for 60 days will take effect. In instances of a humps. Some neighborhoods have employed t [ I i • a • B 4. f � �''-�� , .: j ., .. ;: 'c - ...-jam• By day there are two identical signs in the photo above.At night there's a dramatic difference. - — ART has a complete line of testing devices to .. •' �•_. help us all see where we're going with the new Y ' -K s retroreflection standards.This same equipment is AG used by major manufacturers of retroreflective materials for road �UFJn' markings, signs,vehicles and clothing or clothing strips. Don't wall to find out if your roads are considered safe. Cell ART today at 800-637-2758 for a brochure. Sox 223 Orange City, Iowa 51041 AovANCEoREpoTECHNOLOGY 7/p1�2�'-73e7-4016 or ; � AIM -P��r�-�-a�� V 00-'373-401 6 85a1 Acro Drivc•San Clega.CA 92128•6191279.8074•(FAX)6191576.9286 V 9__.e� Circle 769 Circle 772 ROADS&BRIDGES'Jt1L1'. 1996 4� I the use of traffic circles.pull outs and medians to slow traf- fic. By using these techniques, the motorist perceives the road as being narrower and proceeds at a slower speed. Men l/ElghboPhoods eftt for speed humps and are _ approved for them,they must determine what method of pay- ment they intend to use. They may choose the donation method or opt for improvement district payments over 10 .;: years. If the residents elect to pay by donations, the neigh- borhood association or a representative for home owners, • 432 1 and renters—if they wish to participate—must decide if they should pay either what they can afford or a set amount. In + • Signal-, any event when a neighborhood uses donations to raise the money for speed humps.the residents get to select and nego- tiate with a contractor independently and without city inter- vention. They can negotiate with any contractor they feel t -where need will give them the best or most competitive price,providing the contractor is licensed,bonded and obtains a street permit. Call todav for If the neighborhood.chooses to go through an improve- ' - specificationsn ' thement district,then each home owner is billed the cost for the ' " n,new NISIG seed hums which is determined b the final cost and the en p �� P P Y board that's so portable, number of home owners paying. Property owners have the option to pay the amount over 10 years or within 30 days to 'the incident. , avoid interest charges. available exclusively from Once it has been decided which method of payment will be Americanf MUND Symbols used and a contractor has been hired, the speed humps are ready for installation. The contractors will be required to A M '9 " PARKWAYinstall the speed humps at the specifications fumished by the A?IERIUV 51G\.�L .•, ; FAk , city of Tucson.The compacted height of the high point most 01 be in the range of 3 to-'. in.,and the edges tapered off to zero Circle 761 thickness.The speed hump must be laid out to a rectangular — I shape with a width of 12 ft and striped by the contractor with 12-in. reflective white stripes in a diamond pattern. The S 9 M/ TV ch humps are parabolic shape' inspected to ensure sure that their parabolic profile I is of a anabolic sha a If speed humps are not anabolic in shape they will cause the motorist to have an abrupt ride, Totally Solar Powered almost similar to that of a speed bump. On several occas . I Message Boards I sions, contractors have failed to develop a parabolic shape Arrow Boards when installing speed humps and as a result they had to be redone. The city's traffic-engineering staff has designed a template to ensure the parabolic shape. One contractor has adopted the template design and has since used it success- fully to comply with the parabolic shape required. The city of Tucson will install a 15 mph advisory sign to alert motorists of the hump. The city also accepts full liability `I ! responsibility and maintenance of the speed humps. After 24 �I years,the city has had no liability claims.concerning the instal- 7-M lation of the speed humps. The installation of speed humps has played a integral part I of the NTMP in significantly reducing speeding in neigh- ._�.,_ borhoods. There are presently 15 residential neighborhoods Signs of Quality for All the Right Reasons I in Tucson enjoying speed humps or other types of traffic •Reliable-all day, all nite,all year-continuous operation mitigation, while numerous others await them. Quite.Non-Polluting-environmentally desirable The concept of the\TIP has allowed neighborhoods to •Rugged Construction-built to last reclaim their streets and restore them to where motorist •Cos',Effective-no fuel-no maintenance are compelled to drive at slower speeds. Since implemen- •Sate. Easy Set-Up-remote programming tation of the NTMP, the city of Tucson has seen a sienif- Designed and built in the U.S.A.exclusively by icant improvement in traffic on residential streets. Overall i ©1— /NC. i there has been a reduction of 5 to 10 mph in the 85 per- SOLAR TECHNOLOGY, ; centile speed and a 205c-70% drop in vehicles exceeding Harnessing the Power of the Sun I the 25 mph speed limit on residential streets. The success 1 6560 Storegate Drive Phone 800.475-5442 j of the 15 neighborhoods is a product of the department of Allentown,PA 18106 FAX 610-391-8601 transportation, traffic engineering and Tucson residents working together. ❑ Circle 788 50 ROADS 8 BRIDGES/JULY,1996 l - EXHIBIT N Memoranda from Fire Chief. Neumann and' Police Captain Chelquist (November, 1996) MEMORANDUM T(): Al Cablay, Public Works FROX. Robert F. Neumann, Fire Chief DATE: November 26, 1996 SUBrJECD Your November 6, 1996 Memorandum on Chorro Street Traffic Calming 1) We believe that the devices as currently installed add an additional 1 minute, 15 seconds to 1 minute, 30 seconds to our response times in the area. It is important to note though, that we still meet minimum response standards throughout the neighborhood. 2) We have noticed a significant increase in traffic on Santa Rosa Street. This additional congestion is affecting our response times to all areas that Fire Station-2 services via that route; i.e., upper Monterey and Ferrini Heights. However, we have no way of measuring the impacts. 3) We have not been able to directly attribute additional maintenance requirements to our vehicles due to the calming devices. However, that does not mean that maintenance has not been affected. In general, we believe that the current bumps are too severe and placed too frequently. The "islands" are also problematic, however, we believe that an acceptable design standard can be worked out. MEMORANDUM To: Terry Sanville,Principal�T�r(an�sportation Planner From: C.R Chelquist, Captain(/� e,../ Date: November 13, 1996 Subject: Chorro Street Traffic Calming Project In response to your memorandum of November 6, 1996,I would offer the following observations. 1. The traffic calming facilities on Chorro Street have not significantly affected our response times into or through the area The conflict between those who favor the project and those who do not has generated some additional workload. 2. We have experienced no increase in vehicle maintenance that can be attributed to the calming devices. 3. As we have experienced no problems with the calming devices themselves, I can offer no suggestion for their improvement The devices were designed to slow and reduce traffic in the area and,to that end,they have been successful. EXHIBIT O PHOTO RADAR ENFORCEMENT PROGRAM (Oakland, CA, 1996) NOV-21-1996 14:44 OPD-TRAFFIC 510 238 7196 P.04 CITY OF OAKLAND POLICE ADMINISTRATION BUILDING • 455- 7th STREET • OAKLAND, CALIFORNIA 94607-3985 Police Department Telephone Device for the Deaf 273-3227 November 21, 1996 Al Cablay City of San Luis Obispo Public Works - Transportation Division Y RE: PHOTO RADAR ENFORCEMENT IN OAKLAND Dear Sir: This letter is -in response to your request for information on Photo Radar Enforcement in Oakland made November 19, 1996. Attached please find information sheets outlining how PhotoRadar works and a few commonly asked questions regarding the PhotoRadar project. ` If you have any additional questions, feel free to contact Sergeant DougWayne yne at (510) 238-3357. He can give you specific information about U.S. Public Technologies, the company with whom we work, as well as the procedures followed and issues faced while bringing PhotoRadar to our City. ` r. Fes: Sincerely, . Mildred Jones 3' Police Services Technician + nes: NOU-21-1996 14:42 OPD-TRAFFIC 510 23e 7196 P.01 CITY OF OAKLAND POLICE �• . PHOTORADAR PROJECT 'Question: What is PhotoRadai' ' Answer. PhotoRadar is a speed,enfoMemerit°program designed to enhaitce traffic safety on our streets.by•slOwing down perpetual speeders:: The project is being conducted ihae City of Oakland:`... Question: When is the PhotoRadar pro'ect.stUrtiho, and for hovV long? . Answer. The program began:on J.pfy.'.T, 'F99g.and will fre completed by June 30, 1997. Citations>vvill be-Issued-beginning Septern r.16. 199e; Question: Where will you be using tits phofcRadar in Oakland'?. ; Answer The PhotoRadar vast wilf t•ie%bperated-on streets in residentiat, school, and high traffic volume zones and will focus-on,problematic I areas with high accident:rates. . Question: Lt2w does PhotoRadar work? Answer A PhotoRadar equipped van'fs Positioned at a deployment location with the threshold enforcsmentspeed'programm d in .the central P unit of the'equipment.*:�7he PhotoRadar ant&.ma emits: a IOW-powered microwaveesignal across the road. Wheij'the unit.: detects a vehicle that is tWe'ling.faster than the threshofd enforcement speed, the camera takes a photograph. The P includes the vehicle, license plate, and the location of the violation. The photo also- ncli des the speed, time, date, location, and other information superimposed onto the.photograph: Once the film is developed; a traffic citation is issued to.ihe registered owner of the vehicle. If'the registered owner w::as.not the driver, he/she will be able to identify the driver on the forin rovided. Question: 'What happens tc +eFiotoraphs7`" Answer: The photographs will'-hot be.sent in-the mail with the citation_ To view a photo, the person receiving.the citation must contact the Traffic Violations Bureau to•schadule'an appointment at 1=600-369_' 5352. NOV-21-1996 14:43 OPD-TRAFFIC 510 2313 7196 P.03 How PhotoRadar Works The PhOtoRadar unit that will be used by the Oakland Police Department is rovided b Technologies Inc., (USPT), and is manufactured by Gatsometer, the company thatpioneered U t Public enforcement of traffic laws in 1958, and has remained the leader in this rapidly evolving,technopho rephic systems are assembled in San Diego by U-S. Public Technologies, the exclusive �y These automated traffic enforcement systems. Some of the advanced features include enhanced dGOtsometer igital signal Processing, a slotted wave guide RADAR antenna, (based on principles utrTrzed in miTrtary RADAR systems which greatly enhances the accuracy of the system), proprietary software whiph screens out RF and other interference, as well as an advanced scientific/u�dustrial photographic system, The RADAR component utilizes state-of-the-art technology. This unit is unlike traditional hand-held RADAR in two important respects, all of which increase its accuracy and make it almost impossible for violators to detect the beam before their violation has been registered. These differences are its low output, which at maximum strength is only twenty-five milliwatts, and its cross-the-road beam, rather than the traditional hand-held, down- the-road beam. The accuracy of the unit is greatly enhanced by these two differences, the lowoutput and the beam direction. The PhotoRadar unit beam cuts across the road, and can thus detect the vehicle exceeding the set speed limit at a closer range to the patrol vehicle. Furthermore, with a maximum output of Only twenty-five mullwatts, the farthest an object's velocity has been measured is across 5 lanes of highway. These two differences also result in making the RADAR beam almost impossible for RADAR detectors to identify until they have already been recorded by the unit The USPT PhotoRadar system operates on the K-band at 24.15GHz, This is important because this is designated by the FCC as one of only two band-widths permanently assigned for use by police RADAR. As a result, the system Is Calibrated on a periodic basis by independent certification laboratories. The system is also the only photo RADAR system that can be calibrated in the field by an officer using an independent electronic tuning fork. As a car passes through the beam emitted by the RADAR antenna, the unit undergoes a self-test to verify its accuracy. If it finds Itself not operating properly, then the unit will automatically cease operation and no violations will be photographed. After completion of a self-test the RADAR antenna makes a series of measurements of the vehicle's speed. Upon identification of a speeder from these measurements, a signal is sent to the central processing unit, which in turn directs the high-speed camera to take a photograph of the violator. Always giving the driver every reasonable doubt, the RADAR antenna continues to take additional measurements of the speeding car passing through its beam.- These measurements are then compared to the Overage calculated after the first set of measurements. If any of these deviate, then the photograph and the speed is not retarded, Additionally, if the RADAR detects the presence of more than one vs void in the beam, than the s anon e voided peed measurement will automatically terminate. However if, as with most readings, the vehicle's measurements remain constant, the time, date, speed, and other relevant information are recorded in the data block located in the upper-right comer of the photograph and on a memory card for use in tracking ckin9 Upon determining that a violator has been identified, the unit's internal computer the second camera, based on the s n calculates the timing delay for angle of the cameras. Peed of the offending vehicle, the length of the patrol vehicle, and the hen takes a phe The second camera, which is aimed out the front window of the photo RADAR vehicle, tograph, This second image captures the rear of the offending vehicle as it drives away from he unit. This photograph is used to identify the vehicle when no front plate is visible on the first photograph see Figure i). As with the first photograph this second violation photograph Contains encrypted data ertaining to the time, date, and speed of the violation. ' s: q MOU-21-1996 14:42 OPD-TRAFFIC 510 238 7196 P.02 The Cameras used in the USPT system are hi h-s cameras, the Robot Motor R® g peed, Robot-brand, indus{iial cameras. unh'!ce other enforcement hot rah mer enar l Camera used in our systems were designed for traffic D o9 p y. The Tele-Xenar lenses'are sp®cially designed for Robots exclusive use by Schneider, the worlds leading manufacturer of high-end photographic lenses. The 90mm lens is designed for hotitions ing both the drivers face and the front license plate at wide range of speeds and righting conditions, The 75mm lens is designed for capturing the characters on rear license plates, The Robot cameras use standard sized 35mm film, and can be used with any roll length from 3t3 exposures up to 800 exposures. A high-speed flash system is integrated into the photographic unit, allowing for enforcement on a 24-hour basis. The flash unit is synchronized at 1/1000 of a second, and Is used for both day and night deployments. The flash bulb is sealed within a water-resistant housing, and is located on the outside of the unit The high- Speed of the flesh, combined with it low light output, allows for the units safe operation during both day and night deployments. The complete system, also includes a digital speed display. The s connected to the PhotoRadar system, allows each passing vehicle to visually y observe the speed permanently it is traveling. peed at which it is Photaftdar Vehlele with Integrated Dual Camera System V 'gUN"ba w" i ��dme..uyweaia�en.�m� tlM wr��,,,�f� 'Mb^M�wAae u N W EMO'�ii�r a�yp 1 ' _ Lb01M Oonvr I . 111 i. a 40 go 120 'figure t. The duet ° °'°°�FOp° camera PhotoRedar system i F is o. l r. M. JNG ----- ------:•- - AGENDA ITEM #_,L,,,_ ATTN : MIKE MCCLUSKEY .' DIRECTOR OF PUBLIC WORKS I UNDERSTAND THAT ON TUESDAY, DEC 10 , 1996 THERE WILL BE A PUBLIC HEARING ON WHAT TO DO WITH THE "TRAFFIC CALMING" PLAN ON CHORRO STREET . I PLAN TO ATTEND THIS MEETING BUT WOULD LIKE TO GIVE MY IDEAS AND THOUGHTS ON THIS SUBJECT IN WRITING . 9 � � a4� � a o AtLe bu ErtW EMOW :OREC DIR RECEIVED (� aR "�``' CHIEF DEC ' 0 199 DIR Lf -I D] DIRCITY CLERK DIRSAN LUIS QBPO.CAI DIR MEETING AGENDA To: the City Council; DATA r�./0-16 ITEM # From : Dean Miller 673 Pasatiempo Dr. Ferrini Hts,San Lu*Obispo,93405 I own a small business near Chorro and Foothill and my home is in Ferrini Heights.I'm daily inconvenienced by the morning traffic at Highland and Chorro/Santa Rosa as well as by the loss of parking usurped by Cuesta College students who occupy parking for my clients so they can"park&ride the bus" to school. These degradations in our town I tolerate;just as others tolerate equally vexing situations in their neighborhood.of San Luis. I tolerate these irritations because the community is still better than"elsewhere" and I accept them as a necessary consequence of the growth that has occurred during my twenty three years here. Recently,I've watched the Battle of the Bumps,first with interest, and then with growing annoyance as "the righteously wronged"have vented their annoyance at the Chorro St. neighbors. Initially, I also found the bumps to be irritating on my trips to and from downtown and the Rube Goldberg traffic circles.........they were"beyond believing";.....Where but in SLO? ;s Then I started to balance my needs against those of a neighborhood and suddenly going over to Santa Rosa wasn't that big a deal.I also noticed that one of my neighbors wrote tolhe editor"that if they didn't like the Chorro traffic" they could move; .....this from one who lives on a virtual cul de sac on Ferrini Hts. I support the people on Chorro St. I'm slow to retrain;........but I'm learning;I use Santa Rosa more now,... and Yes, it's more crowded. I support the Chorro St. concepts because there are Chorro Sts, Flora St., Royal Way,Oceanaire's all over this town and neighborhoods are more important than a few jiggled and jarred microwave ovens. Modifications to the traffic calming concepts may be advisable but I hope the Council will note the very real need to strengthen our neighborhoods; the Chorro St. people are in an important sense, fighting a battle for all of us. OUNCL ❑ CDD DIR I WCA0 ❑ 15N DIR WOWDIR / FIRE CHIEF 6�4 ®'PIJq OLICE CHF DEC �OQ4 C] MGMT TEAM ❑ RECDIR O C FILE ❑ UTIL DIR CITY CIMK ❑ PERS DIR SAN LUIS OBISP0.CA l,` COUNCIL ❑ CDD DIR ❑ FJN DIR ACAo , RE IR MEETING AGENDA December 9, 1996 LIY� EY '"�ryv DIR =a ZouCE CHF DATE - o-9,o ITEM # City Council Members ❑ MOW TEAM ❑ REC DIR City of San Luis Obispo ❑ C,gW FILE ❑ UTIL DIR 990 Palm Street ®/ ❑ PERSDIR San Luis Obispo, CA 93401 RE:Traffic Calming on Chorro Street-aounc Meeting of December 10 Dear Council members, I would like to congratulate the City for the trial they started and for the staff riep'l&t Which contains•helpful information including opinion surveys. Having analyzed your staff report and talked to staff, I would like to propose, as an alternative to the CAO recommendation, the following: 1) Make no amendments to the Circulation Element with respect to the reclassification of Chorro Street until sufficient(scientific)evidence warrants it. 2) Postpone the modification and beautification of the traffic calming facilities on Chorro Street for at least another six months. 3) Proceed as proposed by staff with preparation of neighborhood traffic management program guidelines. Explanation A. On December 10 we are not discussion the final results of a scientific trial but the first reactions to traffic calming. The real trial period lasted only from September 20 (when the students arrived) until the beginning of November when the last traffic surveys were taken. This is a one and a half month trial period while the industry standard for traffic trials is one year. B. Before the trial started, the City promised that they would make traveling on Santa Rosa Street more attractive. In fact, improvements on Santa Rosa Street have not occurred and, in my opinion, a capacity reserve of at least 30% exists on this road. C. On page 1-20, the independent traffic consultant suggests removing the on/off ramps on the north side of 101 at Broad Street. This should be tried out and would certainly find the approval of Caltrans because the weaving lengths on the freeway are way too short, especially now that we have higher speed limits on the freeway. D. We have an on-going downtown access study which may result in proposals affecting Chorro Street. There is a possibility that, in the future, Chorro will not be a through street of major importance south of the downtown. All the above points could help us bring Chorro Street traffic volumes down to 5,000 vehicles per day without introducing additional traffic calming measures, perhaps even allowing us to reduce the severity of today's traffic calming measures. Should you decide to change some traffic calming measures immediately, I would propose that you incorporate some'Augusta Street device'which offers high pedestrian safety because of the middle island and the speed table and seems to be popular in the Augusta neighborhood. Sincerely yours, � ////- RECEIVED Eugene H. Jud Ute lyy6 RECEIVED CITY COUNCIL` DEC 1 U 1991 SAN t i iic 0I31WA GA CITY CLERK MEETING AGENDA DATE I-P-220' ITEM #_. RECEIVED David N. Bolduan 'Utc I U IVY6 Vft—a%WNW 388 Los Cerros Drive clrlr COUNCIe - 1`/y� San Luis Obispo, CA 93405 SAN uu¢0 SPO,CA COUNCIL ()BISPOA N December 8, 199681 FJ 0 COD DIR Mayor Allen K Settle FIMR RE CHIEF City of San Luis Obispo �pW DIR 990 Palm Street �Q O'pOUCE CHF San Luis Obispo, CA 93401 �� 0 REC DIR FILE 0 U11L D1R Re: San Luis Obispo Traffic Calming Project 0 PERSDIR &: Dear Honorable Mayor, I have written this letter expressing my views on the Chorro Street Traffic Calming Project because I will not be able to attend the meeting scheduled for December 10, 1996. I have sent a copy to each of the council members. I have lived in San Luis Obispo for twenty two years. I have resided in four different residences during this time, three of which were located in the residential neighborhoods that abut Foothill Boulevard. The fbarth residence was located at 273 Chorro Street (1979 and 1980). I had difficulty exiting my driveway during peak traffic periods even then. We decided that to live close to the downtown, although convenient, was not desirable due to the volume of traffic. Today we still utilize Chorro Street to reach the down town area. I prefer to use Chorro Street because the volume of traffic on Santa Rosa Street has become so concentrated and the speeds so fast, that it is dangerous. The traffic generated by motorists traveling through our area on Highway 1 (Santa Rosa St.) is much faster and more aggressive than that encountered on Chorro Street. I believe that the number of accidents on Santa Rosa Street bears testimony to this observation. With two of my three children now driving, I am greatly concerned that they will have to encounter the increased risks associated with driving on Santa Rosa. Over the years I have watched with dismay as the local commuting traffic has been shifted first from Broad Street to Chorro and now from Chorro to Santa Rosa Street. As traffic increases it is not sufficient to simply.continue to shift it to the few remaining and over crowded collector streets. I can remember when the traffic on Broad Street was shifted to Chorro St. This was initiated by a few frustrated residents. A stop sign at the corner of Broad and Murray Streets was removed and the speed bumps were installed. It doesn't make sense to continue to shift the traffic from one neighborhood to another. It does not work to concentrate the traffic on collector streets that are not designed to accommodate such loads. Instead of giving in to the pressure applied by a few fiustrated neighborhood residents and allowing them to install every device they could conceive of to slow traffic, a comprehensive plan should be initiated that considers all the residents of the city as well as those who work for the City and County of San Luis Obispo but live in Baywood, Los Osos and Morro Bay. It is important to reiterate that, if you choose to live in a semi-urban area, close to the downtown, you're going to have to expect to put up with some noise and traffic. People have to get to the downtown and there are limited routes by which to do so°We all pay taxes and have an equal interest in the streets of our city. Chorro Street does not belong to the residents of Chorro Street. Historically, Chorro Street has been a major access route to the center of town. Furthermore,the City is setting a dangerous precedence by reacting to each neighborhood individually. A comprehensive, long range solution needs to be addressed, not a trial and error shotgun approach. Trying to appease a neighborhood by installing a plethora of traffic impediments doesn't seem like good planning. I have been a builder in San Luis Obispo for twenty years. During this time I have had several opportunities to go before the Architectural Review Committee. I've always been impressed with the dedication this Committee has shown in preserving the beauty of our community. I have seen them reject specific plants in a landscape plan because they didn't feel they were appropriate for a neighborhood. They carefully scrutinize every detail in an effort to create and maintain an attractive, cohesive community. How in the world can the City justify these unsightly bumps and cramped traffic circles? The graceful, tree lined streets of San Luis Obispo are one of its main assets. It is very disturbing to observe the cluttered, clumsy calming devices that have totally disrupted the visual flow of Chorro Street not to mention the annoyance of bouncing up and down as you drive over them. They are hard on suspension systems. What was once a beautiful visual corridor is now a confusing visual mess. I have tried to contribute to the character of the City with the projects that I have been involved with over the years. Consequently, I have developed a sense of community pride that as of late, has turned into embarrassment. On several occasions I have hosted out of town visitors from Santa Barbara and the Bay Area. The common question is"What is happening to San Luis Obispo? How could this be allowed to happen?" Two of our friends who once lived in San is Obispo (one is a professional planner, the other an architect)were horrified by the Chorro Traffic Calming Project. I must admit, I felt a little embarrassed. The final point and by no means that of least importance is the issue of safety. I have narrowly missed running over bicyclists as we both approached the almost unnavigable traffic circles. I find it incredible that a community that is attempting to be progressive when it comes to alternate modes of transportation would totally ignore the safety of bicyclists. I have been forced to drive over the center of the"round abouts"to avoid colliding with the cyclists. On one occasion a young woman fell. A serious accident is inevitable. I also have heard reports of pedestrians nearly being run over. Mr.Tom Kirschner related a story to me of an incident where his 86 year old grandmother was knocked over by a car attempting to negotiate the r Y traffic circle at the comer of Meineke and Benton Way. I am certain that there must be better solutions. I don't know what design criteria was used to design the circles, but I do know that the Fire Department couldn't have been consulted. Why not try a couple of stop signs as recommended by Mr. Romero? They would definitely slow traffic down. The difference in the noise and pollution generated couldn't be much greater than that created by people nearly stopping, then accelerating at a dozen bumps. Some motorists appear to become confused when they approach the bumps and circles. I have followed drivers who come to a complete stop as they approach a bump. All the cars behind them then slow to a near stop,then start. I have witnessed many near rear end collisions. I'm sure you must be aware of what a divisive effect the traffic calming project has had on the residents of the city. The constant stream of letters in the Telegram-Tribune can't go unnoticed. I know many responsible citizens who have become so infuriated with the annoyance and disregard for their rights that they are becoming almost militant in their behavior. I watched one Chorro Street resident with an infant in her arms angrily wave her middle finger at a passing motorist who had tooted her horn. It is time to involve All of the citizens. I appreciate the efforts of the City to schedule the meeting that will be held on December 10th. Perhaps it is time to enlist the services of a professional traffic engineer. I have been told that there is an internationally recognized traffic engineer who resides in our community. Perhaps we should study some of the traffic calming techniques that are employed in Europe. Something must be done before somebody is injured. There must be a solution that will not pit neighborhood against neighborhood, a solution that does not have to employ such regressive, annoying devices. It is my sincere hope that some sort of reasonable compromise can be reached before our whole city is visually trashed with these annoying devices. Thank you for your consideration in this matter. Sincerely, David N. Bolduan MEE ;G AGENDA 1 DATE ITEM # • r Greg Allen Barker, AIA 120 Cerro Romauldo Avenue (805) 541-4417 San Luis Obispo, CA 93405 y December 9, 1996 The Honorable Allen Settle Mayor of San Luis Obispo 990 Palm Street San Luis Obispo, CA 93401 Dear Mayor Settle: I want very much to attend the hearing scheduled for Tuesday, December 10 concerning the efforts to control traffic along Chorro Street, but am responsible for a class I teach at Cuesta College at the same time. Although I cannot attend, I wish you and the other members of the city council to know how strongly I feel about this issue. You have, no doubt, heard many arguments against the measures in place. For brevity, I will address one negative aspect and leave it to other residents of similar opinions to voice the other concerns. I recently witnessed an ambulance with full lights and siren proceeding northbound on Chorro Street. I don't know whether the ambulance was on its way to the call or was already transporting someone to Sierra Vista, but it is clear that there will be circumstances in which the sick or injured must be transported via Chorro Street. In some cases it will only add to the victims' discomfort, but in others it could further injure fragile victims and delay their medical care. I'm sure you have also noticed how divisive this issue has been. I would like to frame public response in psychological terms. The measures, in particular the speed bumps, are a"negative reinforcement." They attempt to shape behavior by making it uncomfortable to engage in the undesired behavior. Unfortunately, they also make it uncomfortable to engage in any use of Chorro Street, thereby enraging the majority of us who have rightfully used Chorro within the speed limit. Another method of reducing speed is to make use of human perception. A reduction in perception of scale can reduce the speed traveled. A driver will unconsciously slow down if they visually sense they are in a constrained space. This technique has been used successfully by designers such as Peter Calthorpe, and can be accomplished in an attractive manner that does not irritate people using the road. I am sympathetic of the desire by the residents of Chorro Street to have a safe environment, and agree that measures need to be taken to accomplish that end. Please investigate other alternatives and involve residents from other parts of the city that are also affected. Add stop signs if you must, but please get rid of each and every speed bump. Thank you for your consideration. Sincerely, - 7 MKCOUNCIL ❑ CDD DIR ��. ✓ / Z'CAO ❑ FIN DIR B�ACAO [3'FIRE CHIEF 'ATTORNEY ��YV DIR Greg Allen Barker eCLEFiKiORI(3 POLICE CHF ❑ MGWr TEAM 13REC DIR c. Bill Roalman, David Romero, Kathy Smith, Dodie Williams 0 C 9EAD FILE ❑ UTILDIR CC( ❑ PERS DIR- •� CouNCIL ❑ CDD DIR MEETING AGENDA t�A0 ❑ FIN DIR: ` DATE R�E —SQTEM # �JCCAO ❑-KRE CHIEF 10 December 1996 ATTORNEY @'�w DIR B'�LERKAFilO O�OU CHF ❑ MGMT TEAM ❑ REC DIR San Luis Obispo City Council ❑ j FIS ❑ UTiL DIR City Hall ❑ PERS DIR San Luis Obispo, CA 93401 -�cJi�-�-`� RE: Chorro Street Circulation Plan I am opposed to the existing and proposed conditions and proposals for this part of the City. The humps/bumps are unsafe at any speed and are a hazard and potential liability to the City. Imagine going over these bumps... ...in the back of an ambulance...with an IV in your arm. ...3, 6 or 9 months pregnant. ...with an inner ear infection and flu. ...on a bicycle. ...in a fire truck in an emergency ...in a police car in an emergency ...in an ambulance in an emergency ...with (4) gallons of water just purchased at the water machine at the store ...with your morning cup of coffee. ...with an upset stomach. ...after surgery. ...in any emergency. ...every day...for the rest of your life!!! The auto repair shops are "gonna" love those bumps. The attorneys and insurance companies are "gonna" sue the City when an injury and/or death occurs and it can be shown that delays of emergency assistance were caused by a slowed response time. I cannot imagine these bumps all over town as solutions to speeding on...NEI Street, Oceanaire Drive, Augusta Street, Patricia Drive, San Luis Drive, Highland Drive, Royal Way, Fredricks Street, Pismo Street,Buchon Street, High Street, Southwood Drive, etc... Don' t set a bad precedent! NO BUMPS! Respect ed, i Richard M. Breska, Architect San Lw Obispo City Planning Commissioner (1973-1979) DEC 1 u 1946 tA?41:019*WkO,CA Fr um Gray ar d Jai= HIND PHONE Nu. 805 -43 '(296 Dcu. 10 1996 9:27RM P01 MEETING AGENDA DATE -94-ITEM # 10 December 1886 San Luis Obispo City Council City Nell 980 Palin street San Luis Oblspo, CA 83401 Dear City Council Members, 1 am writing In support of the speed bumps now in place on North Broad and North Chorro Streets. As a resident of North Broad for eighteen years, 1 know of three Incidents of.nel0hbor children crossing these streets who have been hit by cars traveling too fast, and we have lost two cats because they have boon hit by oars In front of our home. On numerous occasions before the additional speed bumps were placed on North Broad, 1 have seen ears traveling so quickly past our home at 263 North Broad that they are unable to step at the Center Street stop slgn. I appreciate that the additional speed bumps have been put on North Broad, especially between Mission and Center Streets, and have seen that the speed bumps on North Chorro and North Broad have made a difference In controlling the speed of cars in this area. Certainly those opposed to the speed controlling measures taken by the city would agree that safety of all children and pets Is of the greatest value. Thank you, Nee r Jane Ellen Fund NCIL ❑ CDD DIR =0 C3 FIRDIR ttCAO 13 FlRE CHIEF ,TIMEY 134W DIR D'CLEA JMG O,POUCE CHF I V ❑ MGMr TEAM ❑ REC DIR OKu 19g O/C READ FILE O LML DIR �a O PERS DIR dTY EIERK SAN I,UIS Qq%'PO.CA FROM PETERSON DESIGN PHONE NO. : 805 541 8340 Dec. 09 1996 03:16PM P1 MEETING AGENDA DATE ITEM #= .PMNGL 0 CDD DIR Bettina Peterson <fiAD ❑ FIN DIR � Cqp FIRE CHIEF 251 Highland Drive ItATTORNEY 1�P OIR Sen Luis Obispo,CA 83405 1�cLtatrXRla CE CHF (805)541-8340'(8D5)541-8306-FAX (3 MGMTTEAMI ❑ REC DIR ZREVD FILE C3UML DIR O PERS DIR December 9, 1996 Vis Facsimile Mayor and City.Council �i City of San Luis Obispo 9 990 Palm Street DEC I U 1996 San Luis Obispo, CA 93401 CITY CLERK Re: Chorro Street Traffic Calming SAN LUIS OBISPO,CA Dear Mayor and City Council Members: I have been a resident of the Foothill area for the past 29 years (back when you would often see horses on Foothill Boulevard!!)and am aware that.traffic has increased as Cal Poly has grown, along with the daily commuters from Los Osos. As a matter of fact, I do not believe there are any main thoroughfares in the City that have not suffered from growth, both from within our own City limits and the surrounding communities. I am outraged at the amount of money the City is spending due to the complaints of a few homeowners in the ChOITo Street area. I am at a loss as to why the City would go to all the trouble of the newly added street modifications when clearly, the addition of a few extra stop signs would have had the same effectand left room for bicyclist on the road at the same time! Surely the City of San Luis Obispo is still interested in promoting safe bicycling within its city limits. In addition, emergency vehicles would not be delayed and at times, as 1 am sure you are aware,minutes are critical. is this a liability the City can afford? Further,l hope you realize how this complete overkill of speed bumps(10 in a less than one-half mile) and other`calming" divides has divided our community. I believe that the addition of a gaWk of stop signs instead of the speed bumps would achieve the same goal, yet people would feet a lot less aggressive by the time they have traveled down Chorro. It would be nice to once again be a community and work together, rather than the present them v. us that exists today. FROM PETERSON DES ION PHONE 110. 805 541 8340 Dec. 09 1996 03:17PH P2 Mayor and City Council Chorro Strcct Traffic Calming December 9, 1996 Page 2 Perhaps another possible solution would be to have our bus laic service the Chorro Street area. I'm sure if the residents of the Chorro Street area had an alternative means of transportation servicing their area the number of vehicles traveling through their arca would decrease., as these residents would have the option of leaving their cars at home to keep their neighborhood more peaceful. While the City has been so generous in addressing the complaints of a few along Chorro Street, l thought you may want to hear some of my own complaintUsuggestions that I feel the City should address: First, why is the speed limit on Foothill (a residential neighborhood) 40 mph? Have you forgotten there are two preschnak lnratnd nn Poothi.11? 'Try Honing out of Foothill Preschool in the morning or evening. I guarantee you many people go above the posted 40 mph. Second, why don't all streets within the City limits have sidewalks so pedestrians can walk safely off the street? Although I live only a few blocks away from my children's preschoul, I do not even attempt to pick them up as there are no sidewalks for my satety (i.e., moss stnxis in txxwo un Foothill and Highland). Why doesn't the City have some sort of plan to sec that All City sweets can be safely traveled on foot via sidewalk? J fun trying to teach my young children and my dog to stay oil flit sidewalk and out.orf the street and it's pretty difficult when that is the only place we have to walk. To me, drat is a much more important issue than appeasing the complaints of a few fivm the Clwfi-o area. Vchiclu traffic is everywhere and there will always be a few who are licensed to drive and shouldn't be. Finally, let me quote Webster's Il New Riverbidu University Dictionary: street....a. A public thoroughfare in a city or town, usu. Including the sidewalks lining one or both sides. b. Such a tlio1vuglrfatc fol, vehicles. Please reconsider and correct the damage that has been done to our lovely town. Very truly yours, *Bettlna Feterson DEC 09 '96 0E:56AM PUBLIC WKS UTILITIES P.1/1 (MEETING AGE►.,A � DATE.1eZ'� ITEM # IRFCEi VED 4 December 96 !DEC 4 1996 To : City Council Of San Luis Obispo C"RY OF 6M LIUF.�sis�o From : James D. Frearson Subject : Chorro Area Traffic Calming Plan Unfortunately I will not be able to attend the meeting on the 10th of December. I am for the removal of the speed bumps, I think putting in stop signs at the intersections is a bad idea also. That would cause a lot of unnecessary wear and tear on the automobiles transmission , breaks , clutch , not to mention the extra pollution and noise from all the stop and goes. I wotdd like to suggest cameras that I have seen in Europe and I have heard that they are using up north. the ones I have seen take a photo of the car and driver and then sends them the ticket in the mail. If Chorro St. is such a speed alley this system should pay for itself in no time and then create revenue. If you decide on this idea. I know of some good places for it's installation. Sincerely, ,. James D. Frearson I33 Chorro St. SLO , CA. 93405 (805)545-9361 COUNCIL ❑ CDD DIR eCAO ❑ FIN DIR d CAO GORE CHIEF l�1 ATT wEY O FW DIR adCLER14MG Gd POLICE CHF ❑ MC-Aff TEAM [3REC DIR ❑ C FILE ❑ UTIL DIR Gee VaA2-- 0 PERS DIR mEETING AGENDA DATE ITEM # Carol McPhee Norton 67 Benton Way San Luis Obispo California 93405 December 6, 1996 r DEC 6 1996 San Luis Obispo City Council Members CRY CLERK 990 Palm Street SAN LUIS OBFSPO,CA San Luis Obispo California 93401 Re:Hearing on Chorro Street Calming Dear City Council Members: Since I will be unable to attend the hearing on the traffic calming devices in the Chorro Street neighborhood,I am writing this letter and hope you will pay as much attention to it as if I were able to speak at the meeting. I like the traffic calming devices. Speed has been a problem on Chorro Street,Murray and Meinecke for several years. I believe the devices are necessary to slow down traffic,and I believe traffic must be slowed down in order to preserve not only the character of the neighborhood,but also the character of downtown. Furthermore,I believe many of those who object to the bumps and circles are those who wish to speed faster than 25 miles per hour. Before the bumps were installed,I sometimes felt unsafe walking on the sidewalks of Chorro Street during rush hours because the cars passing me almost always travelled at unsafe speeds. With the new devices,this is no longer a problem. As for driving down Chorro myself,I have no problem at all in an older and compact Ford keeping my speed at 25; my husband with a station wagon can take the bumps at 25 miles per hour,as can a friend with a standard length sedan. I haven't been able to figure out what people are objecting too--unless it's that they can't exceed the speed limit. Some people suggest more police surveillance in the neighborhood to slow down the speeders.This seems a ridiculously expensive answer to a problem solved by the bumps and traffic circles. I grew up on the Cal Poly Campus many years ago,so I'm quite aware of the argument that Chorro was one of the traditional entrances to town and that people who built or bought houses along that street should be aware that as the town grew,the traffic on the street would increase. But those who argue from the traditional point of view should consider how the nature of Santa Rosa Street,Grand Avenue,and California Boulevard changed when the freeway was built. Chorro Street still resembles the pleasant neighborhood it was forty years ago,and it can be kept that way simply by insisting that travellers using it slow down. Allowing those who wish to speed to convince you to remove the traffic calming devices from Chorro Street, Meinecke and Murray,will induce families who chose to live in this neighborhood because of its old-fashioned ambiance to move to quieter areas. The houses are small and because of their age deteriorate rapidly. The neighborhood is fragile and could degenerate into a slum within a few years. One of the strengths of this town has been its downtown area. Do we want a slum as the downtown's neighbor? Sincerely, Carol McPhee Norton �NCIL ❑ CDD DIR jV0AC O . ❑ FIN DIR Ap 12( RE CHIEF A17pRNEY ; DIR (',LERKIgFtl0 �POWCE CHF ❑� MGMT TEAM ❑ RECD DIR ❑ C FLE O UTIL DFR 0 PEM DIR MEE` )G AGENDA DATA A 10-fh ITEM # j December 5. 1996 To the City Council of San Luis Obispo Fce Chorro Area Traffic Calming Plan: The speed bumps ,and mini round abouts present more of a hazard and irritation to motorists than a solution to the problem. The speed burcips In essence are reverse put-hales, which are filled to prevent trauma to vehicles. Squeezing traffic a.round.mini round abouts hold the potential for causing accidents especiailywith large vehicles. I offer the.folloki ing suggestions for the problem: (1r,eri��ove the bumps and mini roundabouts. (2)lnstall 4 way stop signs at approximately every 2 to 3 streets. PjD1�Tw)I nsta.11 a can sera set-up to monitor vehicle. speed. The speeders filmed can then be issued a ticket for speeding . (4) A-,ss,iun a " lvleter Maid," individual to issue tickets to speeders. Thank.,y!,-,.0 for inviting input for this problem of increasing flo%-v of traffic through our streets. Srirlcerel�, B nthonv 575 Hill Street S.L.O. 934051. rCeVACAO OUNCIL ❑ CDD DIR AO 0 N DIR fy� FIRE CHIEFPW DIR p{ *Mo IRTFORNEY 'POLICE CHFGMTTEAM p RECDIR RECEIVED READ FILE D UTIL DIR �� y p PERS DIR T SASdaze CITY COUNCIL SAN L i SIC 091SM 9A MEETII._. AGENDA DATE 14-69-96 ITEM #= Donald P. Grant, Ph.D., Architect Telephone (805) 544-8078 338 Christina Way San Luis Obispo, California 93405-1236' USA 08 December 1996FNEY ❑ CDD DIR �❑/FlN DIR 1G FIRE CHIEF WPWDIR Allen Settle, Mayor :POLICE CHFCity of San Luis Obispo ❑ REC DIR City Hall, San Luis Obispo CA 93401 ❑ UTIL DIR ❑ PERS DIR T ,WV14[-E The late and highly respected architectural historian Spiro Kostof wrote, "The failing of the City Beautiful as an urban remedy for America was that brushed aside the resistance of a democratic society to imposed solutions." In that light, it is interesting to consider the imposed solution of the Chorro Street bumps and other assorted junk and litter in the streets that has been imposed on the majority of us in favor of a small, noisy minority. To speak of Chorro Street between downtown and Highland Drive as a neighborhood is absurd, and was rendered permanently so when the underpass beneath the freeway was built on Chorro Street and not on some other street. That locational decision, for better or worse, established once and for all that North Chorro Street would be a vital artery for traffic from the northwest part of the city and from the north coast. Anybody who has chosen to move onto North Chorro since the freeway underpass was decided upon and built has no legitimate claim whatsoever about traffic on Chorro Street. If they do not like it, they should not live there. There seem to be three guilty groups in this travesty of civic responsibility: the loud- mouthed dozen or so North Chorro Street residents, the four members of the city council who listened to them and disregarded the rights of the majority of their citizens, and some civil servants who seem to have decided that they are the masters of the public rather than the servants of the public. That kind of arrogance by civil-servants-turned-masters has become all too familiar in civic life here and elsewhere, and should be ended immediately. At the least, the lunatic fringe traffic control measures inconvenience the majority of our city's citizens. Worse, they comprise a hazard in one or more ways. I have witnessed-two occasions when fire trucks from the North Chorro Street Station experienced difficulty turning onto Foothill, and indeed had to use the northbound lane past the litter as the southbound lane was occupied. Both times we were all lucky. That cannot be depended on as a principle of public safety. For heaven's sake, let some common sense prevail in this matter. Remove those ugly and inconvenient and dangerous bumps and other assorted junk and litter. If traffic needs to be slowed down, put in two or three or four stop signs, and patrol the street for speeders. I don't think anyone can legitimately object the enfomfcement of a speed limit of 30 MPH or to additional stop signs, and these measures if taken earlier would have avoided this whole nonsensical episode of imposing the will of a small, lunatic fringe minority on the majority of us who are being insulted and inconvenienced as we go about our daily lives. RECEIVED V Iwo CITY COUNCIL SM LUIS O61sP0,SA FETING .AGENDA uATE f-'-/D-%6 ITEM # December 9, 19% Councilmember Dave Romero San Luis Obispo City Hall 990 Palm Street, San Luis Obispo,CA 93401 Dear Dave, I won't be attending the meeting tomorrow,but Marty will! I do hope a compromise can be reached,and I like staffs recommendation. I enclosed an article I clipped from Newsweek. (Maybe you've already read it). The essence of the article is that President Roosevelt was not afraid to take a method and try it. "If it fails,admit it frankly,and try another.But above all,try something",he said in 1932."The country demands bold The Council has echoed this spirit so far with the traffic calming experiments,and I hope it will continue. The article hit home for me,and I think you'll enjoy it. rd hate to see this group of"horn honkers"get their way. They have behaved so badly, deliberately disturbing our neighborhood at all hours with blaring horns. Mdse Seitz,a local resident,actually told many people to lean on their horn as they pass our house, because we support the traffic calming. A mutual friend suggested to Mike's wife Sharon in October that this was inconsiderate, because we have two elderly neighbors on oxygen and a new baby home from the NICU at the hospital. Her response? "We'll keep honking until December 10th". During a"honk-a-thon" a woman named Jana Barter actually shouted at me "Why dam'I you just movie?"Giving in to the demands of these people may set a undesirable precedent for citizens who want to change something in the city! Our neighborhood group is proud of the way we worked with the city,and I feel we set a good example. Last but not least, I'm hoping the council will remember that the comphamers are the ones likely to show up at the hearing,and those who are happy or have no opimon are less likely to attend. Also,we have been rounding up the troops for meetings for almost three years,our troops are getting tired! I hope a solution can be found that will be acceptable to most,if not all! Sincerely, Carol Tangeman Ef COUNCIL ❑ CDD DIR I� AO ❑ FIN DIR I' 6d'ACAO FIRE CHIEF o/TrORNSY Q I W Dln t�CLERKJCFId pl%pp1lCECHF o MWTTea.-1 ❑ MC DIR RECEIVED ❑ C FILE ❑ UTIL DIR f ❑ PERSDIR UW 7. Ul SAN LUIS OBISr0,CA The Real Roosevelt Legacy The essence of FDR was not big government but bold experimentation—a spirit we must recover in this passionless era. BY ARTHUR SCHLESINGER JR. S AMERICA GETTING OLD?ARE WE GROWING FEARFUL OF Nov- alleviate the new troubles that arose in the growing urban areas. elty and adventure?Certainly not in the field of science and com- Now presidents must deal with the challenges of a majority-subur- puters;there innovation is nonstop.We are living in a moment of ban nation.Millions are competing in the global economy,which is extraordinary transition,not just technologically but psycholog- driven and defined by the Computer Age.But they should not for- ically.Usually such times call forth new kinds of political leaders: get the people left behind,this time largely in the inner cities. when the Union was breaking apart,Americans turned to Lincoln: Yet what does the campaign of 1996 tell us about the new world when the Great Depression struck in the 1930s,we found Franklin into which we are hurtling? Not much. Senator Dole represents Roosevelt,who went on to Win World War 11.Today,we are watch- the politics of nostalgia, the yearning for days long past, for sim ing a presidential campaign notable chiefly for its bipartisan lack of pler, happier, easier times. President Clinton asks big questions, passion and of far-reaching vision.True,there is no central enemy but all he feels he can offer are small answers: school uniforms, on the scale of a Hitler or a Soviet Union, curfews, no cigarettes. Neither man is and no common calamity on the scale of building support for great public en- the stock-market crash, to unify us. But deavors.Americans seem resigned to a this ambiguous time has its own seeming- >, politics of minimalism. ly intractable troubles:bad schools,drugs, i Our greatest presidents, however, family breakdown,racial tensions,urban were not stuck in the middle of the road. decay.In the last stretch of the last presi- Jefferson, Jackson, Lincoln, Theodore dential campaign of the century, are we -i Roosevelt, Wilson, FDR—all were ex- ready to confront such matters, and the ;- r,. , perimenters,challengers of the conven- revolutionary transformations technolog tional wisdom leaders prepared to take ical change is bringing about? Y ' the nation along new paths to meet new It certainly doesn't seem so.Both nom- _ crises. They believed with Francis Ba- inees proclaim that "the era of big gov- con that "he that will not apply new ernment is over," and approve of a wel remedies must expect new evils, for fare bill that abolishes the poor's federal time is the greatest innovator." entitlement to public assistance.Ironical- "' FDR had buoyant faith in the readi- ly,in the midst of these downsized eepec- r, . ness of Americans to try something tations,Congress has decreed October to ry Despite the ;:'. :x �. new. He also recognized that if you be Roosevelt Histo Month.Des want to change things,you must expect �-' .` . generally anti-government mood in the 4 , hostility from those who benefit from country, people still love FDR. Even -7 the status quo."Judge me,"he said,"by Newt Gingrich calls him the greatest - - _ the enemies I have made'—and he had president of the century. But maybe it ( - plenty of them among the "economic would be a good idea to celebrate Roo- rr royalists"of his day.Against those who sevelt s spirit as well as his memory. feared change, FDR rallied the people FDR regarded affirmative government - t to the cause of experiment. as one of the means by which a democra- "Democratic eras," wrote Alexis de cy could help people and communities to Tocqueville,"are periods of experiment, help themseh es;but-contrary to popu `"� "'`�'1' innovation and adventure." But that lar impression—big government was In the arena:FDR spent much of his life in a most acute of foreip'observers of our not the essence of the Roosevelt ap- wheelchair—but thispicture,taken bya friend, democracy had forebodings about the proach.The essence was a belief in ex- is one of oniti•two such images known to exist future: "I cannot but fear that men may periment. "The country needs," FDR arrive at such a state as to regard every said in 1932. "and, unless I mistake. the country demands• bold new theory as a peril,every innovation as an irksome toil,every so- persistent experimentation. It is common sense to take a method cial improvement as a stepping-stone to revolution,and so refuse and try it.If it fails,admit it frankly and try another. But above:ill, to move altogether for fear of being moved too far." try something."Understanding this part of Roosevelt's legacy is es- The listless, idealess 1996 campaign seems to confirm Toc- sential if either party is to really be able to solve problems.Govern- queville's anxieties. Dread of change is a poor mood in which to ment may not be the only answer,but it often is a sensible means of embrace a new century. Surely it's time to resurrect the spirit of promotin,a the general welfare. FDR, the once unquenchable American inclination to meet new 'rho republic is standing on the brink of a new era. .-1s we once challenges with new remedies.No one expressed this creed better moved from a farm-based to a factory-based economv.so today we than Lincoln:"The dogmas of the quiet past are inadequate to the are shifting from a factory-based to a computer-based one. FDR stormy present...we must think anew,and act anew.We must dis presided over a similar sea change:in the 1920s and*30s.the nation enthrall ourselves,and then we shall save our country." was becoming more urban as hundreds of thousands left the coun- lrvside for the city. So the New Deal had to work in two distinct ARTHUR SCHLESINGERJR.,the author of"The Age of Roosevelt," worlds.assuaging the problems of farmers lett behind and helping it-as a special assistant to President Kennedy. ocroaER 14, 1996 NEwswt:t:x 43 MEEK'"IG AGENDA ::.:3: .:.ii. ... krcrc.v.::. <;:;f•,:;<:: DATL�ITEM # `:u ""'11:_";x:$ December 6, 1996 fd"COUNCIL ❑ CDD DIR, TO: City Council �AO ❑ FIN DIR ACAO VIRECHIEF VIA: John Dunn, City Administrative Officer �DIR CLERKANO POLICE CHF ❑ MAU TEAM ❑ REC DIR FROM: Mike McCluskey, Director of Public Wor s VD` ❑ C REAnFILE ❑ UTIL DIR . '.. ❑ PERS DIR SUBJECT: New Staff Alternatives for Chorro Street Solutions and Results of Noise Level Surveys In the staff report the recommendation is made that, in compliance with the Planning Commission recommendation, the City Council adopt a speed limit on Chorro Street as 25 mph. Justification for a 25 mph speed zone is found via three different means and is fully explained in the attached memorandum. Staff is recommending that the third of the three means be used as justification for the 25 mph speed zone. With that recommendation, the use of radar either hand-held by police officers or photo-radar in an established unit can be used to effectively enforce a 25 mph zone. I felt that the existing staff report had overlooked justification for the 25 mph speed zone from an engineering perspective and that the staff report only supported the 25 mph from a Planning Commission perspective. Thus, the attached information is presented to provide a more technical viewpoint of the 25 mph speed zone. Alternative Staff Recommendations The staff report presented presents eight possible options to the solution of the Chorro Neighborhood Traffic Management Plan. Any combination and permutation of any of those eight options could lead to a virtually unlimited series of options which could protract Council discussions at the upcoming December 10 meeting well into the night. Thus, attached are two refinements of the eight options presented. The first option presents a solution to the Neighborhood Traffic Management Plan which is more intrusive than the staff recommendation, and the second alternative is less intrusive than the staff recommendation. Thus tiying-to narrow the field from eight, staff has now presented three options. Results of Noise Surveys Attached you will find the results of noise surveys which staff has been preparing, after the preparation of the agenda report, which indeed showed that noise levels at 30 mph exceed noise levels at 25 mph on the average of 3% (or 2.1 db). Although inductively this is known, this is presented for factual evidence to support a speed reduction in the area from 30 mph to 25 mph. Atlachments I V F c: Public Works Manager g/pwadmin/chor.res S1}1!SLEPK SAW LUIS P�IsPR'CA w i� 'Wrrr SUPPLEMENTAL REPORT for Chorro Street Neighborhood Traffic Calming Program SPEED LIMITS How are speed limits set for local streets such as Chorro Street? There are three basic ways to establish speed limits. A. The California Vehicle Code (CVC) Sections 22348 through 22413 establishes the law for setting speed limits. Local streets can be enforced under the Prima Facie speed limits that are specified under CVC Section 22352 and 22358.4. 1. 15 mph for alleys, railway grade crossings, highway intersections with limited visibility. 2. 15 o r 20 mph, if an Engineering and Traffic Survey justifies either speed as reasonable or safe and appropriate signs are posted indicating the speed. 3. 25 mph for any Business or Residential Districts, school grounds where appropriate signs have been placed, a street adjacent to any children's playground during those hours of use, or a senior center (or facility used primarily by senior citizens). Since a city can consider using this section for any residential street that meets this criteria or that specified in the CVC, Section 515, an option of the City Council would be to declare all of those streets meeting this criteria as "Prima Facie 25 mph zones". Under this authority Radar Enforcement could be used. However caution would need to be exercised in designating streets a 'Prima Facie 25 mph zone' because of the precedent for other residential streets, which would expect the same level of enforcement. If this course of action were followed, a more prudent approach would be to employ the use of 'traditional enforcement' methods such as bumper-clocldng or line-of-sight timing. These techniques are inefficient in comparison to radar enforcement and are viewed largely by Police Departments as 'labor intensive' because of the higher rate of challenge in Traffic Court. Therefore Staff would not recommend this approach to Chorro St. Page 1 B. The CVC states under Section 40802. (b) Speed Trap that "...local streets and road shall be defined by the latest functional usage and Federal Aid System (FAS) maps as submitted to the Federal Highway Administration..." Those streets not specifically labeled otherwise are therefore defined as a local street and road. The city's latest FAS map designation shows Chorro St. as a Collector Street and therefore is not defined as a local street or road. This designation sets streets such as Chorro St. apart from those that are normally classified as a city street under the vehicle code regulations. This exemption from the regulations would indicate that Chorro St. could be posted any speed that the city, by resolution, desires to enforce. Thus there would be no CVC requirement to conduct an Engineering and Traffic Survey in order to use radar for enforcement. This interpretation, although widely known by Traffic Engineering professionals has been rarely invoked. Because of issues such as "selective enforcement" and ever-changing FAS maps, staff is of the opinion that even though classified streets can justify the use of radar, a policy would first need to be developed to clarify those issues and provide consistent city wide enforcement. Due to non-use by other cities and perceptions of selective enforcement, this option is also not recommended. C. CVC Sections 22357 and 22358 authority is given to local governments to either raise or lower prima facie speed limits. In Section 22352.(b)(1) of the Vehicle Code, a 25 mph prima facie speed limit is enforced "...unless a different We is determined by local authority under procedures set forth in this code... ". If a state or local government wishes to change speed limits (above or below 25 mph) an Engineering and Traffic Survey must be completed. The Engineering and Traffic Survey includes the following elements: a) measurements of vehicle speeds; b) review of accident records; and c) an analysis of roadside and roadway conditions, especially those conditions which may not be readily apparent to the driver; d) the measured speeds are analyzed to determine the critical speed (or the 85th Percentile), which is at or near, where the posted speed limit is usually set. When RADAR (Radio Detection And Ranging) became popular, a requirement was added that an Engineering and Traffic Survey must be performed every 5 years to be enforceable by RADAR. The posted speed limit must be at or near the critical speed. Chorro St. 's Engineering and Traffic Survey indicates that with a 30.2 mph critical speed (85th%) a posted speed limit of 25 mph is justified and that this option presents the most feasible-gad consistent enforcement-wise approach. Actual enforcement of this 25 mph zone would typically have citations issued to those vehicles traveling in excess of 7 to 10 mph over the posted speed limit. Due to the sensitive 'residential' nature of the Chorro St. area it is probable that the lower end of that range will be the threshold where citations will be issued. Page 2 o CONCLUSION Transportation and Public Safety professionals alike believe that effective and consistent enforcement will bring about the best results in achieving desired goals..In Chorro St.'s case, staff feels use of CVC Section 22357 and 22358 affords the greatest opportunity to achieve the goal of traffic being brought closer to compliance with the desired 25 mph speed. Staff has previously recommended a physical solution (humps) designed to achieve 25 mph. This option (CVC Section 22357-58) gives the City a second means (ie. non- physical enforcement) of also achieving the desired goal of 25 mph. Staff has prepared (attached) an optional Neighborhood Traffic-Management Plan which employs only stop signs, speed tables and modified humps on Murray St., which when combined with radar enforcement of speed limits, could achieve similar results to the staff recommendation. Page 3 RESULTS/ANALYSIS OF NOISE SURVEY Recently staff performed decibel/noise surveys using a Universal Enterprises Digital Sound Meter, Model No. DSM 100 with observations conducted during the mid AM (morning) and PM (afternoon) peak periods. The parameters for the field data collection were the following: ❑ Noise levels were measured @ a speed hump area for both directions of traffic. ❑ Noise levels were also taken at a street area where there were no speed humps. ❑ Background noise (also called Ambient) were taken @ each site. ❑ Observations included all motorized vehicles. ❑ Station wagons were included with the 'Mini-van' category. ❑ Sports cars were included with the 'Sedan' category. These observations provided staff with information regarding the nature of traffic generated noise which was felt to be helpful in judging the total effectiveness of the traffic calming devices. After the first set of data was collected, it became apparent that the issue of back- ground noise levels should be mentioned when analyzing the results of the survey. Essentially, the background or sometimes referred to as 'ambient' levels, functioned as a "frame of reference" for the each particular site's total traffic noise. In other words, the higher the ambient levels, the higher the corresponding levels of traffic. The following list contains results of our analysis and other 'noteworthy observations'. ❑ The average percentage increase in noise for each vehicle type over the ambient average was generally in the area of 30%. ❑ The significant elements which seem to comprise vehicular noise are: ■ Tires ■ Engine/motor/exhaust ■ Suspension ■ Cab (primarily Mini-vans and Trucks) ❑ The highest levels from vehicular traffic were: ■ UPS trucks ■ Buses ■ Large trucks (3/4 ton) w/ tool boxes ■ VW bugs ■ Motorcyles ■ Sedans @ High speed ■ Sport Utility Vehicles @ High Speed ❑ Hwy. 1/Santa Rosa St.'s surrounding area noise level exhibited a greater range from low to high as a result of the shorter gap periods between platoons of vehicles. Page 4 E3 The highest levels of noise recorded were caused by non-vehicular activities such as high and sudden bursts of wind and landscaping equipment. ■ CONCLUSION The analysis documented the additional noise generated by going over the humps, as evidenced by the noise level increases of both the 'Small and Large Trucks' (+1% or ldb). Conversely, there was a decrease of noise level from the remaining vehicles such as the Sport Utility Vehicles or SUVs (7% or 5.3 db), Mini-Vans (6% or 4.4db) and Sedans (4% or 2.5 db) due to their reduced speed. The data is conclusive in indicating the most significant increases/decreases of vehicle noise, for all types of vehicles, can be attributed to vehicle speed. Based upon these findings, staff has drawn the conclusion that reducing vehicular speed by 5 mph (from 30 mph to 25 mph) would yield an average noise reduction of 2.1 decibels. Removing the speed humps would likewise remove the spiked noise levels associated therewith. Table of Field Observations Chorro St. Ca? Center St. (1212196 9.30 am - 10:00 am) Veh.Type Total # Avg.Amb. Range High Low Mean Sedan 48 + 58db 54db-60db 82.Odb 62.3db 72.4db Sm.Truck 19 " it " 79.0 67.9 73.4 Lg.Truck 9 It83.4 68.4 76.6 SUV 16 It79.2 67.9 72.8 Mini-Van 27 79.0 66.9 67.9 Bikes 6 It it60.1 58.1 59.0 Page 5 C'horro St. as Venable St. (1212196 3:30 pm - 4.00 pm) Sedan 74 ± 40db 37db-44db 77.7db 66.1db 69.9db Sm.Truck 18 if of go80.9 67.4 72.8db Lg.Truck 20 to of Is 85.1 64.7 75.6 SUV 22 of Is81.5 69.1 78.1 Mini-Van 33 " It It 78.8 62.6 72.3 Bikes 5 68.5 1 63.1 67.3 Chorro w/o Peach St. (12/3/96 4:00 pm - 4:15 pm) Veh. Type Total # Avg. Amb. Range High Low Mean Sedan 52 ± 62db 58db-68db 90.6db 73.7db 80.9db Sm.Truck 20 of 1188.0 69.0 80.8 Lg.Truck 12 to 0188.1 73.6 78.5 SUV 20 of of87.1 74.1 81.5 Mini-Van 30 of It88.7 73.7 80.5 Bike 1 It Itn/a n/a 64.2 Misc. 2 IT of it89.8* 86.1** n/a * - Bus ** - Fire Engine # Mill St Cad Toro St. (12/2/96 4:15 pm - 4:30 pm) Sedan 56 + 58db 54db-64db 82.Odb 71.3db 76.7db Sm.Truck 10 " If of 80.3 71.2 75.9 Lg.Truck 8 of it If 84.5 73.1 78.0 SUV 16 " " of 84.1 72.6 77.6 Mini-Van 15 itto 80.1 70.2 74.9 Bus 3 of 84.6 81.2 84.3 Bike 2 to it 1 64.1 58.3 61.2 Page 6 Buchon St. n/o Santa Rosa St. (12/2/96 4:45 pm - 5:00 pm) Sedan 45 + 59db 54db-64db 83.8db 74.2db 78.4 Sm.Truck 11 it toif 81.2 73.2 77.3 Lg.Truck 9 of It It 86.7 77.4 82.4 SUV 9 If To n 85.7 78.0 80.2 Mini-Van 11 " to to 80.9 74.6 78.6 Other 2 of 11 to 84.1* 68.5** n/a * - Motorcycle ** - Bike Foothill Blvd. @ Foothill Plaza - E/B only (12/3/96 4:15 pm - 4:30 pm) Sedan 44 + 64db 59db-69db 84.ldb 75.2db 83.Odb Sm.Truck 9 " " It 84.4 78.1 81.2 Lg.Truck 4 " If It 86.5 76.7 82.8 SW 7 to to if88.7 72.4 80.3 Mini-Van 17 If of of 85.1 77.8 80.6 Other 1 It it83.4 n/a n/a Misc. 2 1 " . 1 87.9* 1 79.5** n/a * - UPS Truck ** - Postal Truck Santa Rosa St./Hw 1 Ca? Santa Rosa Park - N/B only (12/3/96 4:45 pm - 5:00 pm) Sedan 62 + 76db 66db-86db 90.ldb 74.6db 81.3 Sm.Truck 13 To If86.5 77.3 80:3 Lg.truck 8 To to a88.8 79.8 83.3 SUV 8 of of it87.4 77.8 83.3 Mini-Van 15 of to It 83.4 76.5 80.0 Cycle 1 to is It79.2 n/a n/a is\noise.svy Page 7 Office C �� . // Commercial 00 t- z U lclja TPI ® �'" ` ® Study Boundary a — IoM I i i. I I i o-:: } '" ® Existing Stop FOO kl—+ECXX •TT::•}:::::: O \ gzi'D�C - — ��:� :� � :� :� :� �:• sror New Stop — ♦ Existing Bump ' l New Speed Hump N.CHORRO LANE CHANGE 1 ' * M1tURRAY AVE. * * � Q New Traffic Circle LINCOLN 1 1 STOPror �C.3 AOM T� � s 1 4 b apo .R,MI.f� sc — i I •1 V ` N� /� * 1 1 r O 'sror r O* TRAFFIC CIRCLE 172 °� Q OPTION A - "More Intrusive ' S70r THE CHORRO AREA NEIGHBORHOOD TRAFFIC CALMING STUDY AREA I PCUTY6i .�� .......... Office o _ // Commercial 00 r- z I RO �` K .� Study Boundar, RA�� ... . 1 i® i � � I � �� Existing Stop Poo — STOP &WDC — : ': ::;. New Stop A Existing Bump Tlodified Speed Hump 1 . HoRRo LANE CHANGE ARL I i ' hNRRAY AVE.® * lit ` ) SPEED TABLE 59PJLA.�O DA .♦ 1 I �\ vrz= Sf L r� __j , L-41;.- LINCOLN r t I STOP FOM 6 • ', '�sror '� t � tQ4j I � 1 \ Y c � b apo � J-; �Zoy � ci.+>"s S' � •1 o ' -'poLAP 1 y OI i s•ror DtAFFIC CIRCLE Ili//- Hi^� Il �,taf• 11 // ;llf �� 2''31. �•� .�1�.- � - {`°'� 0 OPTION B "Less Intrusive" V THE CHORRO AREA NEIGHBORHOOD TRAFFIC CALMING STUDY AREA COUNCIL ❑ CDD DR PAttTING AGENDA CrCAO b FIN DR - DATE 12-12F ITEM # RICHARD SCHMIDT B(ACAO G/'FIRECHIEF 5ATTORNEY a ►PW D I R 1XIB10UDWAmet,[Saadais ispo, CA 93405 (805) 544-4247 O C FILE 0 UTIL DIR C,^ O PERS DIR e-mail:rschmidt@calpoly.edu December 6, 1996 7- �Swpia_C To the City Council From Richard Schmidt Re: Speed Bump Removal Proposed for Broad Street, from Melnecke to Mission Although there is much to be said about the "traffic calming" issue coming before the Council, it seems to be a truism that too many points offered just end up getting lost; therefore, I wish to concentrate on ONE issue, the staff proposal to remove speed bumps on Broad Street between Meinecke and Mission -- the city's now historic speed bumps. I urge the Council not to remove any of these four bumps. For 12 years, the speed bumps on Broad between Meinecke and Mission have successfully controlled top speeds on our street and have helped make it safer. The facts are clear: • The four bumps are proven to be effective enforcers to control excessive speed. • They are self-enforcing -- no need for police, no need to pray for divine intervention when entering Broad from a side street supposedly "protected" by a stop sign. • Prior to installation of these bumps, this section of Broad had freeway-speed traffic day and night. This was dangerous, to say the least. • With speed bumps, ton speeds are keptto about 45 mph. (Still too fast for safety, but better than 70 mph, which City Engineer Romero's crew actually documented at 4 p.m. one day.) • Since speed bump installation in 1984, there have been no serious accidents on this portion of Broad due to excessive speed. Prior to that, there were frequent small accidents and a number of major accidents. There was one bicycle fatality. There was another near bicycle fatality. A history of these bloody accidents convinced the City Council to install traffic control measures on our street, despite Engineer Romero's philosophical objections. • A s_topsian at Murray will not be equally effective. Stop signs are ignored by_the sort of people who drive at excessive speeds on Broad Street. We know this from current experience at Broad/Mission; that sign is ignored by perhaps a quarter of drivers. We know this from past history at Murray-Broad, when there was a stop sign without bumps. • Removing the bumps and replacing them with only a stop sign at Murray would increase danger, both on Broad, and at the intersection. This would send the wrong message to citizens about the Council's concern for their health and safety. For all these reasons, I urge you to leave well enough alone..The four bumps in question are now historic. They are a part of the local culture. People have adjusted to Schmidt, Broad Bumps, Page 1 1151110INVED DEC 6 1996 OW MARK SAN LUIS OBISPO,CA them. They are responsible for improving safety on Broad Street to the point that bloody accidents are now rare, rather than common. No other speed control mechanism can achieve comparable beneficial results. Some additional points: • No nexus to Chorro situation. These bumps are not a part of the "Chorro Neighborhood Traffic Calming Plan"and should not be treated as such. They were installed in 1984. The Chorro Plan was created in 1995, and the Chorro bumps were installed in 1996, 12 years after the Broad bumps. The overly ambitious bumps on Chorro, installed as part of the "Plan," have raised public ire. It is important to note that 12-year-old bumps on another street are not the cause of this ire.The issues ought not to be confused and intermixed as staff has done in its report and recommendations. • Lack of Input from affected Broad Residents. • None of the long-time Broad traffic activists have in any way been consulted in coming up with the "Chorro Area"plan or its recommended modifications. Why? Their names should be well-known to staff. This 'oversight"was pointed out at a public hearing a year ago, and still has not been rectified. • Further, the only alleged input afforded to Broad residents was a bizarre and incoherent mail-in survey. The chief question on this survey, which asked respondents to rank traffic calming preferences, was so convoluted that I, a highly educated professional writer, could not figure out what the question was asking me to do, whether Rank#1 meant "highest preference"or"absolutely no." I note that this survey instrument was not included in your packet, though its alleged results were. You should ask to see this flawed survey instrument before assuming validity for the survey responses included in the staff report —which show such great disparity as to support my allegation that opposite interpretations of the question were probably the norm. • Improper notification to Broad Residents. It will come as a surprise to most Broad residents when city crews show up to remove or modify 12-year-old speed bumps, for the public notice (attached) says nothing about Broad Street, referring only to Chorro. Why the deceptiveness? This is at the very least unfair. It may also constitute legally improper notification. • CE0A Non-compliance. Removal of 12-year-old traffic control devices with their demonstrable beneficial effects and substituting for them a project with demonstrable adverse effects is clearly a"project"subject to CEOA review. This matter has not received proper CEOA analysis. Proceeding in the absence of such review leaves the city open to possible legal action. • "Rights" of Residents vs. "Rights" of Motorists. There has been much inflammatory rhetoric from certain street"users" railing against"selfish" residents of the streets they travel. Such rhetoric and name calling is not useful in this debate. Of course anybody has a"right"to use a public street, but that right is riot unqualified or unlimited. We live in a society of laws designed to protect the majority from the depredations of an unruly minority. In most aspects of our lives, most of us obey the law; an exception is when we become drivers. For whatever reason, getting behind the wheel of an automobile transforms most of us into rude, raving, law- breaking, always-in-a-hurry idiots, some of us more of the time than others. If all the drivers on Broad and Chorro were courteous and law-abiding, there would be no need for traffic control measures. But many, if not most, of the drivers on those streets have no regard for anyone but themselves, and do rude, dangerous and illegal things that are incompatible with the general health and safety as well as with the health and safety of adjacent residents. The council needs to keep focused on the reason for the traffic controls, and not be intimidated by the mob mentalily of noisy protesters.The broad public safety must be protected whatever the shouters may want. (I have only mentioned speed as an issue to this point; add to that motorists passing other motorists in the section of Broad Street which I write about-- clearly unsafe -- I see this Schmidt, Broad Bumps, Page 2 daily; motorists ignoring stop signs -- clearly illegal;and motorists whose horns seem to be activated by proximity to speed bumps and stop signs -- clearly rude. Perhaps you should ask indignant testifiers which of the above they do while driving these streets!) • Fiscal Imprudence and Waste. Several issues: • The city hired a consultant to advise on what to do with the current situation. That consultant recommended leaving the bumps alone on Broad Street. (Item 3, Table 9, Page 1-20 of staff report.) Why does the city pay for expert opinion, and then ignore it? Is this politics, or what? • Staff is excited about "reconfiguring" existing Broad Street bumps to conform.to some new academic notion of how tall they should be. The resulting "change"of a fraction of an inch is supposed to have some mystical significance, according to the texts of these professors. In fact, attaining such tolerances in the field is impossible, as anyone who drives the bumps can tell -- some bumps are taller than others, and different bumps make a car react differently. Further, at least in my car, the 12-year-old Broad bumps produce less of a jolt than the allegedly preferable Chorro bumps! Reconfiguring them will probably raise a new hue and cry. Then the Council will have a new problem to deal with!So what's theoip nt of wasting public funds on theoretical tinkering with heights of established burros? Why not leave well enough alone? • Historic Background. The Broad Street traffic measures began with a plea from residents in 1973. We were being terrorized by freeway speed traffic that the city could do nothing to control. Our pets were being murdered with great frequency,we lived in terror of our children wandering in front of a speeder, and we feared for ourselves, our cars, and our homes. At that time there was no traffic control between Foothill and the freeway. Ron Morgan, a former resident, testified before the Council that he was glad President Nixon had just lowered the national speed limit to 55 mph because that might help slow traffic on Broad Street. The Council laughed, but ordered a speed study, which verified little compliance with the speed limit and speeds up to 70 mph among the first 100 cars to pass the speed meter at 4 p.m. Residents knew speeds were even . worse after dark when, under cover of darkness, everything from motorcycles to semis to double-tanker gasoline trucks would race along our narrow, twisty, hilly street. The Council ordered four stop signs installed on Broad as the result of those speed readings and a near-fatal bike/car accident that occurred between our first and second appearances before the Council. The stop signs were a qualified success. Most drivers at least slowed up when they came to them, but some still continued to drive at unimpeded freeway speeds. In the early 1980s, the Council wanted to experiment with speed bumps, and planned to install four on Chorro, even going to the extent of marking where they would be on the pavement, but at the last minute decided to move them to Broad. They could have chosen any location in the city, but they chose these two blocks of Broad because of the obvious continuing speed problem there. The bumps were built in early 1984. 1 was among the skeptics, not favoring the bumps over the stop signs at first, but within a few months I had become totally convinced of the superiority of the bumps. Although general traffic speeds in front of my house are higher with the bumps than with a nearby stop sign, the bumps have remained self-enforcing for 12 years, and the overall speed on the street has been reduced as noted above. They are the city's first-- and continuing -- success story with traffic calming -- long before that trendy word came into use. In that sense they truly are "historic." (I'm not short-shafting the Chorro history -- it is parallel to ours, and best told by others.) [Note: my claim of historic significance for the bumps may be taken as a request for CEQA analysis on this point] • Questionable Statistics. I caution the Council to put no stock in figures staff presents regarding speeds or traffic volumes on Broad Street, particularly when these are repeated back to the Council by advocates of one thing or another in order to "prove"some point. I have monitored city measurements of speed and traffic volume on Broad Street for years, and have the following documentable observations: • Speed. The speed figures offered by staff sound wonderful. I wish they reflected reality. Note that the remarkably low speeds contained in various tables and texts are speeds at or Schmidt, Broad Bumps,Page 3 near speed bumps. Of course speeds are low there! But safety is determined not by minimum speeds, but by maximum speeds -- i.e., speed at the point between bumps where acceleration ends -- and this, on the portion of Broad about which I write, is often twice the speed figures quoted by staff. •Traffic Volume. The city has no reliable figures on Broad Street traffic volumes. There has been a pattern of measuring traffic volumes on Broad at peculiar times -- and thus coming up with an atypically low figure — ever since the stop signs went in in 1973. Traffic counts have been made when the freeway on-ramp was closed,when the street was dug up for . pipe installation and closed to through traffic, when Cal Poly students were absent from the city, at holiday periods, etc. Most recently, the October 1996 figures cited in the staff report as evidence there has been no increase in traffic on Broad were taken on Oct. 7 (a Monday, which is always a low traffic day), at which time Broad was lined with little orange poles with "construction zone"signs on them because the city was finishing up street repaving. I am shocked that current staff would continue to measure traffic at such atypical times, and then claim significance for the results. My perception is that traffic on Broad is up within the past year. • Undocumented Traffic Volumes. There are also some important traffic flows staff continues not to measure, like traffic on Serrano Drive (my guess, in the high hundreds or perhaps low thousands per day) which complicate safety concerns if the staff recommendation of bump removal on Broad is implemented. Serrano-Broad, in effect, is a dog-leg continuation of the Broad-Murray intersection, and at best is a dangerous spot much of the time. Serrano's traffic volumes should be monitored so staff has a better indication of what it's really dealing with. • Staff Philosophy as Reflected In Recommendations. I don't want to staff bash --they get enough of that-- and I do respect their work, but the recommended action (here referring to both Broad and Chorro) is screwy. We have a long, involved academic-type report, the presentation of pseudo-scientific survey and focus group information, and then a."compromise" recommendation that will neither satisfy critics nor protect the safety and health of street users and residents. In a sense, it is the worst solution. • Recommendation for maintaining isolated mid-block speed bumps.This makes no sense. In order to be effective, speed bumps need to be close enough to limit speed buildup between them. Donald Appleyard, author of Livable Streets and one of the founders of the DKS consulting firm used by the city in its general plan update, was widely regarded as an authority on speed bumps. His recommendation is that to slow traffic on a residential street, the first bumps should be paired, 30 feet between them, and then bumps should be placed every 100 yards. Isolated bumps are far less effective, and can even be counterproductive, as they both encourage and accommodate over-acceleration to make up for the brief slowing. • Recommendation treats all locations the same, regardless of conditions. The recommendation would spread speed bumps evenly throughout the neighborhood.This is silly. Use them where they are most needed for slowing traffic, use something else elsewhere. On Broad, clearly the "bowl"between Me!necke and Mission is a place where absent control, speed will build up dangerously. (This was obvious to the Council in 1984 -- they.didn't need a traffic consultant to tell them that. They had the whole city in whicty to place their four experimental bumps, and this was the spot they chose!) Likewise Broad on either side of Center, going down the hill towards the freeway. Likewise Chorro between Murray and Mission, going down a long, sustained hill. On the other hand, one wonders why any speed bump is needed on Chorro between Meinecke and Murray (up and down over a blind crest to a stop sign in both directions) or on Broad from Mission to the top of the hill above Center (level, narrow, curve, cars parked both sides -- people naturally slow in such places). The use of speed bumps should be according to need. not according to "democratic distribution" or whatever principle drives the staff recommendation. • Stop signs work better some places than others. We know from experience on Broad (cited above) that stop signs on residential streets are not always obeyed. My theory is that the higher the traffic volume, the better the chances a stop sign will be obeyed. Chorro, Schmidt, Broad Bumps, Page 4 therefore, seems more workable for signs than Broad. The signs on Chorro at Meinecke, Murray and Lincoln work. Certainly stops at Mission and Center should work, for these too are good cross streets. If there were more stog signs where appropriate. there would be less resistance to bumps where they are needed. I urge the Council to apply some commonsense about this rather than seeking "democratic distribution" of all forms of traffic speed control. In conclusion, I began by saying I would concentrate on ONE issue, the staff proposal to remove speed bumps on Broad Street between Meinecke and Mission. I return to that focus now. I urge the Council, for the reasons outlined herein, to retain the four historic speed bumps on Broad between Meinecke and Mission. These are important to the neighborhood's and traveling public's safety, as they appear to be the only feasible way to control speed on this section of street in a self- enforcing manner. 1 caution, that if these bumps are removed, it is a certainty that we will once again see blood spilled on Broad Street, and that blood will be directly attributable to the removal of these proven speed controllers. I'm sure you would not want that to occur. Thank you. Richard Schmidt Attachments: 1. Hearing Notice to Broad Street Residents 2. Suggested Optimal Placement of Speed Bumps- Map Schmidt. Broad Bumps, Page 5 �►i►�f INI�III�NIIIIII��I��III �� city osari tuis OBISPO 990 Palm Street, San Luis Obispo, CA 93401-3249�_7 e2 C�A ' s � November 26, 1996 �5 G� �� / 1 S VA-9,Ck� CITY COUNCIL PUBLIC HEARING NOTICE CHO RO AREA TRAFFIC CALMINGPLAN I•c�'t'V� The City Council of the City of San Luis Obispo will conduct a public hearing in the Veteran's Memorial Building at 801 Grand Avenue, San Luis Obispo at 7:00 p.m. on Tuesday, December 10, 1996. At that time consideration will be given to the following ;Z- 1)1) an amendment to the City's Circulation Element to reclassify Chorro Street; r 2) changes to the Chorro Area Traffic Calming Plan; and . 3) development of Neighborhood Traffic Management Program Guidelines. A Our records indicate that your property is located either within the subject neighborhood or nearby. You are,therefore, being notified of the December 10th meeting so you may have the opportunity to attend and comment on the matter. Public participation in ` the hearing process is encouraged. Written comments are also welcome. Other items may be discussed before or after this item. . C Please know that if you challenge this action in court, you may be limited to.raising only those issues you or someone else raised during the public hearingdescribed in this notice; or in written correspondence delivered to the City Council at, or prior to, the public hearing. 14 The agenda report, including recommerdatior-by staff will be available for review in the City Clerk's Office, 990 Palm Street, San Luis 061.s06 the Wednesday before the meeting:..` For more information, please contact the Pubiic.'Works Department at 781-7210 nnie L.'Ga City Clerk ' M. =''OThe Cityof San Lws Obispo is commuted to'Inelude the disabled In all of Its sernces programs and adrvities -., Telecommumcations'Deirice for the Deaf(805)781 7410 = AltAwaJ Z 7c�wteat art 1N�LSt, nvn= =n Office j. i j// Commercial siiiiiiiiiiiiiii Study Boundary Existing Stop III i � I , , ::.�:•:::. - — — W=n= an .:::. . STOP New Stop Kpp A Existing Bump ee � ... .... . New Speed Hump nop . RAY AV:. * 1 • New Traffic Circle . I I F'•. L NCO N STOP ST p 6 3� y t vsrAac+ S• - i •1 i R� Y• - r. O STOP As , Auk1 ✓ \ +1 04 1,2 . � ... 01 d Fla z +VM?5 CHORRO AREA TRAFFIC CALMING PROJECT Incorporating - ecommended Modifications _( K4 It December, 1996 r ! M �� .� r:Uur `r_ t�S'tYtiD �'r/bt MEETING AGENDA f DATE29Y.,9--96 ITEM # City Council San Luis Obispo CR 93401 Dec 6, 1996 Today I receiued a notice that the City Council may be considering remouing the speed bumps on Broad St. I implore you NOT to remoue them, and I don't euen like them. I haue liued on Broad between Murray and Mission for more than 21 years and 1 remember what Broad street was like before the bumps. Rt one pount the auerage traffic was clocked at ouer 40 miles an hour. Euen with the bumps some pickups and recreational uehicles trauel at ouer 40 mph when the traffic is light to auoid the Chorro bumps, etc. Since the Chorro bumps, traffic on Broad goes faster and there is more traffic than before, but 1 am sure that was the expectation anyway. It would be outrageous to remoue the speed bumps on north Broad and an open inuitation to speed. This action would make it hard not to think that the City Council ualues the safety of the residents of Chorro more than that of the residents of north Broad. Rs I haue said many times, the real solution to the speed problems and running of stop signs on Broad is the total lack of enforcement of the laws. Howeuer, since we aren't going to get that, I am willing to Hue with the speed bumps. Thanks for your consideration bail M. Jac son, PhD 156 N. Broad St 541 -8523 San Luis Obispo 93405 COUNCIL O CDD DIR CeCAO OFN DIR or CAO E FIRE CHIEF ®f ATIORNEr �f w DIR Io CLERKIORIa 0 IOUCE CHF O MOMT TEAM O REC DIR A #apt rap O.C AD FILE O UTIL DIR d' O PMDIR DLC 6 1996 7'; c�,gaviccE CITE/ARK SAN LUIS OBWO-CA MEETING AGENDA DATE 76ITEM # November 19, 1996 This letter is being written to let you know of our DISPLEASURE with the Chorro and Broad Street traffic calming devices. My wife and I have lived at our current address on Ramona Dr. for the past 18 years. We drive both these roads daily and have noticed little change in the amount of traffic on Chorro or Broad St. since the advent of the calming devices. You have a better handle on the numbers with the aid of your car counting gadgets. The speed limit on Chorro is posted at 30 miles per hour. I take a beating going over the bumps at 20. If these blasted bumps must remain, (and I pray they don' t) at least design them so a regular car can go over them at the speed limit. I recently had the front end of our van realigned. The mechanic asked if I 'd ran through a bad pot hole on the road. I explained that I hadn' t but that I did use Chorro and Broad a lot. He just said"Yep" . I know you're aware of the Fire Departments trouble with the islands and those bumps must slow their trucks down quite a bit and cause unnecessary wear and tear. If I may suggest one idea. How about the P.D. parking a squad car on the street. It doesn' t always need to be manned, just the sight of the lights on top of the car will slow traffic down. Every so often, have an officer there monitoring traffic and writing the necessary tickets. The vast majority of people (even some on Chorro) are very tired of the bumps and islands. Like the bumper sticker says, "Dump the Bumps" on both Chorro and Broad. If this issue were to go to a vote, which side do you think would prevail. I and many others will watch and see how you all vote. COUNCIL' ❑ CDD DIR Thank you for your time, W,,.,/ Yd CAO 0,�/FIN DIR IJt ACAO FIRE CHIEF W ATTORNEY 9(PW DIR Stan and Vicki Fluitt WCLEAANQ Q'00LICECHF O MGMT TEAM O REC DIA ULU 6 1996 ❑ C/M��D��FI E 11UTILDIR Qd:G.LiC�_ ❑ PERSDIR CRY CLERK �D SAN LUIS OBISPo,CA T JRXU/z'-C MEETIN.. AGENDA a a V r DATE 10-2 ITEM # l DEC 6 1996 CITY CLERK December 6 , 1996 SAN LUIS OBI M,CA City Council San Luis Obispo, Ca. Dear Members : Re : Chorro Area Traffic As residents of Broad Street, we are concerned about any permanent arrangements that will continue to allow a huge volume of traffic to switch to our street. Since the many obstacles were installed on Chorro, and despite the several new bumps on 3road, we have had perhaps tripled traffic on Broad. Many of the new drivers have learned a high speed that will take them safely over the bumps. The slower drivers veer to the right, down into the gutters. It has become a slow waiting l;rocess to back out of our garages - and dangerous too -. since cars coming onto .Broad from Ramoni, Fleinecke, 111urray, and Serrano barely pause at the stop signs ; they just "float" on through. In addition to early and late in the day, for some reason there is much fast traffic in mid-morning and mid-afternoon. Many seniors live in this area, and crossing the street on foot is risky. The postman deserves combat pay. We feel the best solution would be more stop signs, speed traps, and frequent patroling, with stiff fines. We think there should be a double line down the middle and the r.-PH painted on the street itself. Perhaps one of those automatic monitors installed on each street and possibly automatic picture-taking would be feasible. Sincerely, R/el n, -Prr. leexander,82 Broad, SLO 93405 Charlotte Moskiman,85 Broad St it COUNCIL ❑ CD]DR Q'QAO O FIN E4rACA0 �FlR L�ATTORNEY Q� � SrOLERIOONG �POA e Q d/ �11 C;x ❑ MGMT TEAM ❑ RE �`O C READ FILE O UTrile/' ❑ PE MEETING AGENDA DATE ITEM # CITY COUNCIL OF SAN LUIS OBISPO: This is in reference to the CHORRO AREA TRAFFIC CALMING PLANthat a group of people that live on Chorro and surrounding areas would like to put into motion. I am against what they are trying to do. I feel they are wanting to spend a great deal of money on bumps and traffic circles when what we should do which would be a lot more cost affective would be to right away put the speed limit down to 25 miles an hour and put in stop signs on all the streets that go from Foothill to downtown. There already are stop signs at Lincoln,Murray and Mernicki-add additional 4 way stops at Mission and Center Streets. Also put up a sign that trucks and heavy vehicles should go on Santa Rosa. The bump should be taken out that was put in and I walk Chorro Street nearly every day and I believe a bump would be very effective if put right as you turn the corner from Foothill onto Chotro. It could be put where the Ferrini Bldgs are and across the street is the Mobil station. Where people get up momentum is when they fly around that comer going down Chorro towards town. If a bump was right as they turn the corner, it would slow the traffic down considerably. Actually all the homes from Foothill on down to Murray are all almost on the street. There is very little front yards and if they put in a traffic circle where they plan at Rouguot we will have people up in our front yards plus it will hinder our getting out of our driveways and that is bad enough now. I myself and the neighbor next door already had cars up on our lawns!! I believe they are putting the cart before the horse spending all this money on all these different things without spending a small amount of money and trying the stop signs and 25 mile speed limit. I drive on the other side of Chorro between downtown and Broad St. and that is how that area is set up and I don't see people speeding down the street. I believe it should be tried on the area from downtown out to Foothill before spending money on all those other things. Our city could use the extra money for so many things that need done around the city. We also need to keep in mind Broad Street and the end result should be that the traffic get diverted to Santa Rosa I would be at the meeting on Tuesday night to voice my opinion personally but I am going out of town on Sunday and won't be back until Wednesday night. I reside at 32 Chorro Street three houses from Foothill Blvd. and believe me I know that we need something done but not traffic circles and speed bumps!!!! Thank you for taking the time to read this letter. A3-COUNCIL ❑ CDD DIR Doris Bryan eTAaAC ❑ FINN DIR [3-JCCAO Ago��V I D C1CHIEF Q-MTMEY ❑ PW DIRCL G- ERKI=8 G-POUCE CHF UCL 6 1996 13 MGMT TEAM ❑ REC DIR O C ILE ❑ UnL DIR CITY CLERK 0 PERS DIR. . SAN LUIS OSISPO,CA • COUNCIL ❑ CDD DIR &CAO ❑ hl DIR MEETING AGENDA IrArC�ro-o-a-w—�v EF w RHIEF DATE 12-1a-24 ITEM # 0 CLEIIKIOii10 L� POLICE CHF Luther Bertrando O ~TEAM ❑ REC DIR 26.7 Foothill Blvd. ❑ C FILE ❑ UTIL DIR ..San Luis Obispo, CA. 93405 ❑ PERS DIR I R E November 6, 1996. NOV 2 6 IqO; CrPY CLERK SCAN LUl3 06i;3P0,CA Dear Mayor Settle and City Council Members; I am writing this to record my opposition to the traffic impediments on Chorro Street. Procedural Inconsistencies The Bumps installed on Chorro Street are designed to reduce speed to 25 mph. Navigating these bumps at speeds greater than 25 mph can cause serious damage to an automobile. Prior to the installation of these bumps, the speed limit on Chorro Street was posted as 30 mph. After the installation of these bumps, signs indicating the speed limit as 30 mph were removed and now Chorro Street does not have a posted speed limit. New drivers in the area are not given an indication of the speed required to navigate the bumps safely and reactions vary widely from 5 mph to 35 mph. Most important, however, is the fact the bumps were installed to reduce the speed to a value lower than what had been posted. It would seem that as a first logical step the posted speed should have been - reduced to 25 mph and enforced as such. This would have been more cost effective and would have provided the basis for additional work if it was found necessary. Instead the Council made a leap of solutions and imposed on drivers,both local and visitors, an impediment to the smooth flow of traffic to and from the city center on Chorro Street. Historical Basis Perhaps it is no accident that the original installation of traffic bumps on Broad Street might have increased traffic on Chorro Street. Now the installation of traffic bumps on Chorro Street may well spawn traffic bumps on Lincoln Ave and Almond Street or other side streets leading to Chorro or Broad streets. Now the City Council has set a precedent that only neighborhood groups have a say in their area-specific solution, which in reality effect a much larger segment of the population. Now the City Council has set a precedent that solutions to very specific problems can supersede more comprehensive studies that may well identify the source of the problem as well as its solution. It should be perfectly clear by now that eventually the entire neighborhood circulation pattern of the City will be moderated by traffic bumps: _ Perhaps this ongoing traffic problem began when the freeway came through town and only Chorro Street and Santa Rosa Street were designated as crossing points to the freeway. Santa Rosa Street works well as an interchange from Highway 101 WbMIVED 1 AM 1 :) 1996 CITY COUNCIL Ca ~ ti 1, but Santa Rosa Street bypasses the heart of the city center. The City parking structures on Palm and Marsh streets are best approached by Chorro Street. Our traffic problems in and around the city center are caused of course by an increase in the area's population superimposed on a street design which preceded the automobile, but these traffic problems are perturbed by the lack of another freeway crossing at Broad Street. Such a crossing would allow the City the option of designating both Broad and Chorro Streets as corridors for the north and south traffic flow. It is not, however, the intent of this letter to design traffic corridors. Neighborhood Implications In 1996 several neighborhood grassroots organizations have fostered on the City expenses for solutions that were very area specific. Perhaps it is time to ask whether area-specific problems and solutions might better be funded by assessment districts drawn up specifically for those purposes. While some area-specific solutions may work well, it is very difficult in this day and age to isolate or contain problems. A solution for one area may cause severe repercussions in neighboring areas. While it is difficult to visualize all the impacts from a given solution,being financially responsible for the cost of a solution, may well temper the ease with which neighborhood solutions are offered. The residents of Chorro Street have successfully convinced the City Council that their area is a neighborhood. Does this indicate that Chorro Street is the only neighborhood in the City. What of Chorro Street south of Higuera? Is that something other than a neighborhood? What of Broad Street, both sides of the freeway? What of Foothill Boulevard? What of Johnson Avenue? Can the City Council begin to see that a simple request to slow traffic on a street had perhaps another motive,to exclude traffic on that street. It is extremely important that the City Council look to the source of the problem for solutions, and not be controlled by a vocal few. Fire and Safety It has always been a primary function of government to provide for the safety of its population. To impose obstacles to impede rapid response to fire and other emergency vehicles seem to contradict this primary function. It is not farfetched to predict that insurance rates will soon rise for areas where constricted traffic will impede the access of emergency vehicles. To impose a structure in the center of two cross streets, that does not allow a fire truck the ability to navigate without impinging on that structure is contrary to all good design and sense. These structures, located at Chorro and Mt. View, and at Meinecke and Benton Way, are not only impediments to emergency vehicles, but are hazardous to current driving practices. It is not clear how one should navigate these structures. Personal observation will indicate many examples where these structures must be violated in order to perform such a simple task as making a left turn. Why would one signal a left turn and then turn right before turning left? It would appear a simpler solution would be to install a left turn lane. 2 Of more serious consequence is the fact that these impediments were not well thought out or designed before their implementation. This became evident when an accident occurred on Chorro Street within 24 hours of its installation. The circular part of the structure was so large that navigating around it required a very much reduced speed. No warning sign to reduce speed accompanied the impediment. Within several days city crews reduced the diameter of the circular structure because the original design was considered too dangerous. What does this scenario illustrate? This is strong indication that the City is experimenting with solutions to traffic problems and implementing them using the citizens of the community as guinea pigs. We have a right to expect well thought out and proven solutions to be implemented by the City. Environmental Effects Whenever an automobile must slow down and accelerate, more gasoline is being used and more pollution can be expected. Have the residents of Chorro street experienced a deterioration in the air of their neighborhood? Has the City attempted to evaluate the impact of these bumps on the air quality? Is this a responsibility of the City? Conclusion At this time it is probably best for the City to back away from these series of traffic experimentations and focus instead on a good professional study of improving traffic flow in the north/south direction through the City center. It is important to look at the scope of the problem and the cost of viable solutions. Band-Aids may not be costly, but they are not useful if surgery is required. The solution should try to increase the flow of traffic and not impede it. How can we justify building a road to impede traffic? In addition,this may be a good time to evaluate implementing assessment districts to finance those projects that are designed to address problems that are very area specific. Sincerely, Luther Bertrando 3 MEETING AGENDA DATE ITEM # December 2t 1996 Councilmember Kathy Smith San Luis Obispo City Hall 990 Palm Street, San Luis Obispo,CA 93401 Dear Kathy., Congratulations on your election! I won't be attending the Dec.10th hearing,but Marty will be there. I do have some thoughts I want to share with you, along with this article I clipped from Newsweek. The essence of the article is that Roosevelt was not afraid to take a method and try it. "Nit W admit it frankly,and try another. But above all,try something",he said in 1932."The country demands bold mon." The Council has echoed this spirit so far with the traffic calming experiments,and I hope it will continue. The article bit home for me,and I think you'll enjoy it. My second point is that rd hate to see this group of"horn honkers" get their way. They have behaved so badly,deliberately disturbing our neighborhood at all boors with blaring horns. Mike Seitz,a local resident, actually told many people to lean on their horn as they pass our house,because we support the traffic calming. A mutual friend suggested to Mdse's wife Sharon in October that this was inconsiderate, because we have two elderly neighbors on oxygen and a new baby home from the NICU at the hospital. Her response? "We'll keep honking until December I Oth". During a"honk-a-thon" a woman named Jana Barter actually shouted at me"Why don't yeu jus?move?" Giving in to the demands of these people may set a undesirable precedent for citizens who want to change something in the city! Our neighborhood group is proud of the way we worked with the city,and I feel we set a good example. Last but not least,rm hoping the council will remember that the complainers are the ones likely to show up at the hearing,and those who are happy or have no opinion are less likely to attend. Also,we have been rounding up the troops for meetings for almost three years;our troops are getting tired! I sure do appreciate the support you have shown,and IT be keeping my fingers crossed on Dec. 10tb,as I put the baby to bed(no easy task!) �m�ly � °° Carol Tangy /COUNCIL O CDD DIR 10 CAO O FIN DIR p ACAO WARE CHIEF CIERWORIO Mi10E CHF / ' n O 11011�TEAM o REB NR Carol M Tangeman n W 0 C FLE Q VOL OIR 806 Murray St J WWWN � U P�Dai Sn Luis Obisp CA 93405.1737 �i - December 2 Dear Mayor Settle, I am puzzled. For several weeks, I have been reading a home-made sign in a yard on Chorro Street, notifying anyone who will read it of an up-coming meeting regarding The Bumps. A few days ago, Jean Seitz's letter revealed that the notice of the meeting was legally(but, I think, sneakily) posted in the Legal Notices section of the newspaper. Yesterday an acquaintance who lives on North Broad mentioned that she had received a notice about the meeting. Does this mean, sir, that all the many people in the northwest portion of the city, who use Chorro Street (it is, after all, a public street, and streets are meant to facilitate the flow of traffic, I think) are to be ignored? Could the City not publish a NOTICEABLE notice of this important meeting so that we will all have a chance to speak? Actually, the whole thing is extremely galling to many people, and I don't think the fact that we must drive very slowly is the real source of the irritation. At any rate, my real point is that the general public is not being served well at all; it would be grossly unfair to hold this meeting without giving people AMPLE notice, in some part of the paper other than the Legal Notices. And I don't mean a little ad in the classifieds, I mean a noticeable announcement, more than once, in the part of the paper that most people READ. Very Truly Yours, 0 J. H. Clements 230 Luneta Dr., SLO RECEIVE' ' DEC 5 IM Cm COUNCIL SAN Li uc OBISPO.CA D�E'NG � 9 AGENDA T � November 27, 1996 Candy G. Speicher —.-2-IiZ ITEM #_._._....,, 226 Jeffrey Drive San Luis Obispo, CA 93405 IR VCAO ❑ FIN DIR ■ CAO 16 ftRE CHIEF Allen K. Settle, Mayor G d TTORNEY 0W DIR Office of City Council LElIKiOFUfl C91PO_ I CHF ❑ MGVr TEAM ❑ REC DIR 990 Palm Street DEC 0 4 1996 ❑ OREAD FILE ❑ urn DIR San Luis Obispo, CA 93401 p/ ❑ PERS DIR Administration Dear Mr. Settle: I am writing to voice two concerns I have, regarding the speed bumps installed on Chorro Street. The first being the process by which the decision was made to install speed bumps as a speed deterrent. The second being, the speed bumps are on a major artery traveled by many residents in the Bishops Peak/Foothill area to and from Downtown. Recently I discovered a survey given to only the residents living on Chorro Street. It was directly related to the speed bumps asking opinions as to the residents satisfaction there of. Those residents unfortunately do not own the actual street. The citizens of our fair city are the users and I thought, the decision makers, when changes effecting them are being considered. I would like to be educated on this decision making process. Are their specific guidelines and procedures set up for traffic speed deterrents? Do you have specific documentation of this particular problem and how and by whom the decision to install the bumps was made? If I am not mistaken, Chorro Street has been a major artery in and out of downtown San Luis Obispo for quite some time, even at some point, a California Highway. Unfortunately, it is not a safe street for children to play on or beside. This is a fact that the residents of the street need to accept and make their personal choice as to where to live. I am not advocating high speed on Chorro. The street requires a safe speed limit with appropriate monitoring, perhaps (especially without the wasted money and person power spent on the bumps) a state of the art camera that records license plates of speeding cars. Only the drivers that speed should be penalized. Starting, stopping and down shifting creates more air pollution and increased wear on our automobiles. I think there are many more alternatives. You may have explored many of them but without communication your decision does not have merit. This issue has created much discontent on both sides. It appears that the City is much like a Corporate business. My experience in the Human Resource field has taught me that change is hard. The more communication and input exchanged by all departments (communities/areas) before implementing the change, facilitates a much smoother transition. One of the Chorro Street residents, holding a baby, was seen flipping off a car load of women during the protest against the bumps. While there is no excuse for these childish reactions and displays of negativity, they are the result of poor communication and failure on the part of city management to see the whole Page 2 picture. Answering a small groups pleas for change without looking at all who will be effected, threatens the peace and well being of our community. Please send me any information or resources for information on the Chorro speed bump decision making process. I appreciate your time and hope this problem can be resolved economically and with no further inconvenience to all the citizens that use Chorro Street. Sincerely, Candy G. S icher MEETING AGENDA DATE Z.L&26 ITEM # REG ��, NOV 2 6 1901 CITY el_ERK SAN LUIS Ot6JS?O,CA November 23, '1996 San Luis Obispo,City Council 990 Palm Street San Luis Obispo, CA 93401 Please consider the following comments on the Chorro Street situation. I do sympathize with the Chorro St. residents ; however, the "Traffic Calming" devices are unfair to a far greater number of people in the Foothill area. Chorro St. has a long histor as an arterial street . (Someone said it was once Highway I9� Trying to force everyone to use Santa Rosa St. is unreasonable and poor policy for the city as a whole. The Foothill/Santa Rosa intersection is already overloaded. To get to the Palm St. parking structure from my home in the Foothill area via Santa Rosa involves 8 signals, 3 stop signs, and 1 .7 miles. The same trip via Chorro St. involves 'I signal , 4 stop signs and 1 .35 miles . It takes about 4)Z min. via Chorro versus 6yz to over 8 minutes via Santa Rosa and that ' s not during rush hour. If the added de�y averages only 2 min. and you succeed in forcing 5,000 trips a day to use Foothill you will create 167 hours a day of extra vehicle use in the city. That is the eouivelent of 7 cars just driving around the city 24 hours a day adding pollution. Safety is mentioned by the Chorro residents but I don' t recall reading about lots of accidents on Chorro. I suspect the accident rate is actually higher on Santa Rosa and moving 5,000 trips a day from Chorro to Santa Rosa will result in more , not fewer accidents. PUNCIL 0 CDD DIR ►d,CAO ❑fIN DIR iQ VPOOEY 0 UC RE CNTEFF O MQUrTEAAA O REC DIR ❑ C MEAD FILE O UTIL DIR ' O PERS DIR 7. • ,v Traffic circles and speed bumps have the following negative effects . TRAFFIC CIRCLES: 1 . They create a hazard for bicyclists. 2. They create a hazard for autos by forcing traffic out to the edge of the street so a car comming from the side street must stop farther back where sight distance is less. 3. They are UGLY. 4. If permanent concrete planters/barriers are built they will be a fixed object in the middle of the road. 5• I doubt that fire trucks, RV' s , or moving vans can negotiate a left turn at any of them. 6. They are confusing. In Europe (En-land at least) they are used in place of stop signs and signals to control right of way. Here You are still using stop signs so their only purpose is to create a sufficient hazard that people will slow way down. That ' s neither good traffic engineering nor good for the city' s liability. SFE-L BUP FS: 1 . They increase emergency response time. 2. at a legal and reasonable speed they are hard on most vehicles , throt,,ing cargo around. 3. They create a great amount of annoyance , a gravation, hostility and anger. Some drivers swerve to the curb, some speed up then slam on their brakes. I offer the following SOLUTION. 1 . Remove all traffic circles. 2. Remove all speed bumps . _3_ 3. Place radar sins at each end and conduct occasional saturation enforcement with publicity. 4. !Make liberal use of radar trailer that displays speed of approaching vehicles. I considered but rejected the following. 1 . New stop signs at Chorro/Mission St . and Chorro/ Center St. Stop signs should be used for right of way assignment, not speed control. Stopping and then accelerating burns more gas, creates more pollution, creates more noise and creates more wear and tear on vehicles. Possibly some justification can be found for a stop at one or the other to help Lincoln and Almond residents get onto Chorro faster but that would apply only during commute rush hour. 2. Signs declaring "Chorro Neighborhood" . I guess this might remind drivers that there are houses here so they should be considerate and drive reasonably (slowly) or better yet don' t drive through at all . But everone can see there are houses along Chorro . Most people drive at a reasonable speed already. This might influnence a few people at the margin and be relatively harmless unless a hazardous structure is built in the middle of the street. "Quality Neighborhoods '" sounds nice but s..)endinc a lot of city funds to balkanize the city into exclusive little enclaves that say keep out to the rest of their neighbors is devisive. Sincerely, Brooke Rasmussen 57 Verde Dr. San Luis Obispo, CA 93405 cc : Allen Settle Bill Roalman Kathy Smith Dave Romero Dodie Williams MEETING AGENDA DATE 2-1446 ITEM #—.-- Betsy Bertrando 267 Foothill Boulevard San Luis Obispo, CA 93405 December 3, 1996 To the Mayor and Council of the City of San Luis Obispo Re: The 'Bumps" It has taken a long time for me to write this response to the changes on Chorro Street because I am so damn mad and it is unsettling to feel that way. The purpose: to slow traffic in a"neighborhood" could have been done cheaper and more efficiently by the addition of stop signs and extra patrol during problem times. The reality is that the "neighborhood" did not want cars that did not live in their"neighborhood" to drive through. They wished to have complete control of their access road for their families and a peaceful,quiet"neighborhood". We all wish that for our own neighborhoods. Three children under 12 years live next door to me on busy Foothill Boulevard. Our block also supports at least two large preschools. Perhaps those on Chorro Street that can't adapt to reality can find happiness in a gated community with their own assessment district. The people on Chorro evidently feel they are experts in traffic control. They(not all) did not care that they were impacting their neighbors on the adjacent streets but selfishly determined "their right This has nothing to do with slowing traffic. Many elderly northside residents, normally our slower drivers, and particularly those with neck and back problems have been forced to use Santa Rosa. And as we all know Santa Rosa and Foothill is the most dangerous intersection in the City. The success the Chorro residents have had with the City monies,and thus far the majority of the Council as well, has led me into another proposal. As we on Foothill have more small children in the area and both Chorro and residential Foothill handle the same amount of student "home" residences,we feel at this time our needs are unmet. I would like to propose sound barriers be constructed along both sides of the residential area on Foothill Blvd. This would greatly enhance our neighborhood and allow our students to study and our preschoolers their nap time. It is only fair as we have had to put up with increased traffic for some time now as well as giving up our front yards for the extra lanes when Foothill was widened. Our situation is certainly more serious and desperate. We have paid for their experiment and now it is only fair they pay for ours. Please try to understand my concerns,namely,that you value all of your citizens equally. Thank you for your kindness and consideration in caring for our City. ..........And so it goes. COUNCIL l] CDD DIR Sincerely, IR �� ErFlRED CHIEF frnoRNEY ePw DIR Betsy Bertrando RECEIVEDppL nT CLE6 PAHO �POI.ICE CHF DEC 6 1 E3 Ifo" TEAS ❑ AEC DIR n� ❑ uTItDIA CITY COu"016 p pg�� WLu1S 0819PO,Ql1 7: ,owvi e—c., 225 Almond San Luis Obispo C rra F December 20, 1996 To SLO City Council: When we moved to SLO twenty years ago, a friend who had been born here very early in the century and was active in .the community explained the character of the city. She said that there usually was a prevailing ability to cooperate and behave with courtesy because of inter-locking relationships. You were unlikely to be rude over a difference if you knew that then xt day you would deal with your opponent at a youth event, meet im as your neighbor' s cousin, or share a social occasion. Until last week, I saw evidence that she was right. Your December 10 meeting has been characterized as a lynching, demeaning, frightening, hysterical, and other negative terms. However you describe it, there was ak feeling of shock that such an evening could occur here. It isn' t productive to re-hash all the mistakes that were made over the past year by everyone involved. However, encouraging or allowing mean behavior, failing to provide a rational forum for reasoned discussion, and submitting to mob rule are not the way for our Council to behave. All Council members have given verbal support to the concept of preserving residential neighborhoods. At your meeting you lost the respect of people who believe in thoughtful decision- making. it will be extremely difficult for you to rebuild that respect. I suggest that you give careful thought to your problem. What spcific steps will you take to implement your committment toiesidential neighborhoods? What resources will you allocate to effective enforcement? Most important, what will you do to return Council proceedings and Council member interaction with the community to a civilized, constructive level? Next week I leave to spend three months out of state. I hope that when I return I' ll find my elderly friend' s words are once again valid. Sincerely, Betty Schetzer RECEIV�E� DEC 2 7 1996 CITY COUNCIL qqN tv�s oeiS�� December 10, 1996 To SLO City Council From Diane Hull, SLO Resident The city of SLO paid $10,000 for surveys and advice from an independent consultant. Don't overlook or ignore the results of the survey, as follows: Chorro Neighborhood Telephone Survey Mail Survey Barnett & Cox Combined City Wide (1) Overall. For the Traffic Calming Facilities installed in the Chorro Street area, are you: Totally/Mostly Satisfied i}::;ii>ii'.i:.i:isfisf-:f31-°% :x.:.v::.:::::.......::::....n,,...,..,,36%0 »fS.:3,xtc'�#' .� ; tif-:i YeM1M:I�C'R4i n+Y.�ti: ±fi':i.:Cyy}. }yy� .{j��' v:.hiri:n::ii:Y::::i:::::ii::irv:::'ri::i::iji;j':':� i:nii:J :�5�:; ::vii:y:.... v,)i.:n ...n......:::::. .{...n:..,..n.n...........n...n.........................:::�}:^J}:;n:M:;xnx.nn..}...v:::::n::: ::.,......n.......:...........:........ Undecided/Unfamiliar 1% 16% (2) Combined average response from 3 questions regarding satisfaction with humps and circles: Totally/Mostly Satisfied 26% 24% — > : Undecided/Unfamiliar 4% 25% (3) Remove the street humps and traffic circles and install new stop signs on Chorro Street at the four-war intersections: .#..x:.o'n.. 3}:.9.:CF;�::' �`; a.�...::-.?.ii:.};::*:L�'i:«3.: 'ii.:.'f:?:5_;• ................. Bad Idea 40% 28% Neutral 10% 18% (4) Remove the street humps and traffic circles, install stop signs and provide periodic enforcement of the speed limit: v,.:.esti<;:;}.,»,.::}o,c:.a:>.�.C:..x,. •�u§'<,�e::J:d:'`:;�''ss:�:Cc..n.._f..i>...:;» Bad Idea 32% 23% Neutral 11% 19% Recommendations of Independent Traffic Consultant includes: (1) Remove all traffic humps on Chorro Street. (2) Establish criteria for traffic circles based on ITE recommended standards. These standards provide that traffic calming be used only when 85% of the traffic is traveling in excess of 10 miles over the posted speed limit. FACT: The surveyed speed at 85% on Chorro Street averaged 32.8 mph, a mere 2.8 miles over the 30 mph limit. (3) For traffic calming to be successful, 60% of residents must support the traffic calming measures. FACT: Not one of the suggested traffic calming measures in the survey achieved 60% satisfaction rating. [j(-4)FIn Tucson Arizona, only local and collector streets qualify for any traffic calming. FACT: Chorro Street has always been used as an arterial street.