HomeMy WebLinkAboutSS3 - Santiago Drive Speed Reduction Program Update and Introduction to the Draft Neighborhood Traffic Management GuidelinesJune 27, 2000
STUDY SESSION AGENDA
ITEM NO. (3152
TO: Mayor and Members of the City Council
FROM: Public Works Department
SUBJECT: SANTIAGO DRIVE SPEED REDUCTION PROGRAM UPDATE
AND INTRODUCTION TO THE DRAFT NEIGHBORHOOD
TRAFFIC MANAGEMENT GUIDELINES
INTRODUCTION
The City Council discussed the Santiago Drive Speed Reduction Program on
May 9, 2000 and requested a schedule for receiving the results of the Program.
On May 23, 2000, the City Council agreed with staffs' recommendation to
present the results of the data collected on Santiago Drive to the City Council at
the second meeting in June. The City Council also concurred with staffs
proposal to introduce the Draft NEIGHBORHOOD TRAFFIC MANAGEMENT
GUIDELINES at the same meeting. Specific traffic calming recommendations
for Santiago Drive and the three streets immediately to the south would be
developed in conjunction with the residents and presented to.the City Council
on July 25, 2000.
NEIGHBORHOOD TRAFFIC MANAGEMENT GUIDELINES
Last Fall, in conjunction with a Speed Reduction Program for Santiago Drive,
the City Council approved the development of a set of guidelines to be used by
staff when working with residents to address traffic issues on their streets. The
objective of the guidelines is identify appropriate changes to neighborhood
streets in order to lower speeds and, when appropriate, to discourage pass -
through traffic. The Draft NEIGHBORHOOD TRAFFIC MANAGEMENT
GUIDELINES is attached for City Council consideration. It was prepared by the
firm of Willdan Associates, which has experience with neighborhood traffic
management in five cities and thirty neighborhoods.
The Draft GUIDELINES describe a process to be used and eleven measures
that can be implemented to address traffic concerns on neighborhood streets.
These measures range from Education and Enforcement to Street Closure.
Each measure includes threshold traffic volume and speed criteria to determine
SUBJECT: Santiago Drive Update
June 27, 2000
Page 2
where implementation would be appropriate. The criteria in the Draft
GUIDELINES are those that the consultant has found to be most workable in a
variety of cities. They are a key element to any neighborhood traffic
management program and should be considered carefully by the City Council
prior to finalizing the GUIDELINES.
For example, the volume threshold in the Draft document is 2000 vehicles per
day (vpd). This volume is generally considered to be the "environmental
capacity" of a two -lane street above which the liveability of the street diminishes
if some form of traffic measures aren't taken. The volumes range considerably
from one jurisdiction to another. Costa Mesa uses a threshold volume of 3500
vpd for the installation of road bumps while the City's former road bump policy
specified a range of 500 to 1500 vpd. A primary consideration in setting this
threshold is the number of streets that will be eligible for consideration of traffic
calming. Cities that set low thresholds find they need to to devote considerable
staff time and /or budget dollars for consultants to respond to the demand. An
example is the City of Sacramento with a population of approximately 400,000,
a staff of five full -time employees to handle traffic calming improvements, and
an annual budget of $500,000 for neighborhood traffic management.
SANTIAGO DRIVE SPEED REDUCTION UPDATE
The City Council approved a 30 miles per hour (MPH) speed limit on the
segment of Santiago Drive between Irvine and Tustin Avenues in October
1999. This new speed limit was required by the California Vehicle Code in
order to allow the Police Department to use radar as an enforcement tool. A
six -month period was established to determine the effectiveness of
enforcement. An extensive data collection program was approved by the City
Council to determine the effectiveness of the enforcement and document traffic
patterns. This program is shown on Attachment 1. A summary of the data
collected is shown on Attachments 2 and 3.
The summary shows that during the period of heavy enforcement, average
speeds, eighty -fifth percentile speed, and maximum speeds were reduced. The
eighty -fifth percentile speed is the speed used in determining appropriate speed
limits. The heavy enforcement lowered this indicator by about 3 MPH. After the
heavy enforcement was scaled back, speeds increased somewhat with the
eighty -fifth percentile speed rising 1 MPH. The fastest drivers on a street are
often the most noticeable and irritating. The highest speeds measured during
off -peak periods were reduced between 5 and 17 MPH.
SUBJECT: Santiago Drive Update
June 27, 2000
Page 3
Based upon the data summarized in the Attachment, enforcement has been
able to reduce speeds on Santiago Drive. Speeds still remain higher than
would typically be found on residential streets; however, they are consistent
with those speeds found on collector and commuter arterial streets.
Staff looks forward to direction from the City Council after they have had an
opportunity to review the Draft GUIDELINES. In the meantime, it is our intent
to begin working with the residents of Santiago Drive, Windward Lane,
Francisco Drive, and Holiday Road on specific improvements within the next
few weeks. Based upon prior discussions with residents and Council, we
expect to focus on Lane Narrowing as the most appropriate measure to use on
through collector streets such as Santiago Drive and Holiday Road. Windward
Lane and Francisco Drive have traffic volumes well below the suggested
threshold but will be included since they are a part of the potentially impacted
neighborhood. A report on these efforts is anticipated for your meeting on July
25, 2000.
Respectfully ubmitte
PUBLIC WORKS DEPARTMENT
Don Webb, Director %
By: 4 a.�.cG AA.w�. ,d ,
Richard M. Ed onston
Transportation & Development Services Manager
Attachments: Attachment 1 - Program
Attachment 2 - Santiago Drive Tables
Attachment 3 - Draft Guidelines
Santiago Drive Area Count Program
A. Before speed change: (Week of November 86' or 151')
1. 7 day -24 hour counts with speeds, by hour on the following streets between
Irvine and Tustin Avenues:
a. Holiday Road
b. Francisco Drive
c. Windward Lane
d. Santiago Drive
e. 23rd Street
2. Radar spot speed samples, 1 hour duration, during both a.m. and p.m. off -peak
periods. Samples to be taken approximately mid -way between Irvine and
Tustin Avenues:
a. Holiday Road
b. Santiago Drive
B. Interim Count #1 (November 29 thru December 12)
1. 7 day -24 hour counts with speeds, by hour with daily downloads except data
from Friday thru Sunday to be downloaded on Mondays. Count to take place
for two weeks from November 29 through December 12.
a. Santiago Drive between Irvine and Tustin Avenues
2. 7 day -24 hour counts with speeds, by. hour during the week of December 6 —
12. All locations are between Irvine and Tustin Avenues
a. Holiday Road
b. Francisco Drive
c. Windward Lane
d. 23rd Street
C. Interim Count #2 (January 3 — 9)
1, 7 day -24 hour counts with speeds, by hour on Santiago Drive
2. 1 hour radar speed samples on Santiago Drive, both a.m. and p.m.
D. Interim Count 93 (March 6 —12) Repeat data collection from A.1. and A.2. above
E. Final Count (June 5 — 11) Repeat data collection from A.1. and A.2. above.
ATTACHMENT #1
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0
THE CITY OF
NEWPORT BEACH
DRAFT
NEIGHBORHOOD TRAFFIC MANAGEMENT
GUIDELINES
0
I LIFoV,
Prepared by Willdan
June 2000
•
TABLE OF CONTENTS
Paoe
INTRODUCTION.............................................................................. ............................... 1
OBJECTIVE..................................................................................... ............................... 2
GOALS............................................................................................. ............................... 2
PROCESS........................................................................................ ............................... 2
PETITIONS
• Engineering Study ...................................................................... ............................... 8
• Traffic Management Measures ................................................... ............................... 9
TRAFFIC MANAGEMENT MEASURES
•
Education and Enforcement ..................................................... ...............................
10
•
Higher Visibility Crosswalks ...................................................... ...............................
17
•
Lane Narrowing — Curb Extensions or Chokers ........................ ...............................
20
•
Intersection or Mid -Block Medians ............................................ ...............................
27
•
Gateway Treatments ................................................................. ...............................
30
•
One -Way Street( s) .................................................................... ...............................
35
•
Roundabout ................................................................................ .............................38
•
Speed Humps ............................................................................. .............................41
•
Diagonal Diverters .................................................................... ...............................
51
•
Semi - Diverters or Half Closures ............................................... ...............................
54
•
Cul -de -sac or Street Closure .................................................... ...............................
59
•
12394 \3001 \R01 updated.doc
v'- Neighborhood Traffic Management Guidelines
�`-% City of Newport Beach
0 TABLE OF CONTENTS
•
•
Page
List of Figures Description
ProcessFlowchart ....................................................... ..............................6
2 Application Process Schedule .................................... ............................... 7
Neighborhood Traffic Management Guidelines
City of Newport Beach
INTRODUCTION
The City of Newport Beach Neighborhood Traffic Management Program has been
developed in an effort to provide residents with concerns for traffic safety access to
traffic management measures that can serve to alleviate their concerns. The program
requires significant citizen involvement, but has been designed to address concerns in a
timely manner by relying on City staff to take the initial steps to address any perceived
problems. Final traffic management measures should be recommended by the City's
Traffic Affairs Committee and approved by the City Council.
The City has been receiving, in recent years, numerous concerns regarding a variety of
traffic - related issues within residential neighborhoods. These concerns are generally
regarding perceived excessive speeds and at times are focused on high traffic volumes
or number of accidents. Traffic professionals over the years have developed
techniques to reduce the negative impacts of such problems in urban settings. This
program, prepared for the City of Newport Beach has been developed through a
comprehensive survey and evaluation of similar efforts in other municipalities
throughout North America. Some of the material presented in this report is drawn from
similar documents prepared for those municipalities. Obviously, each community must
carefully evaluate and choose only those techniques that are suitable for their needs
and will enjoy public support.
• This report provides a "Tool Box" of neighborhood traffic management measures
identifying each technique's advantages and disadvantages, establishing general
parameters for their use, and polices /procedures for their implementation.
•
Conventional passive types of control such as speed limit signs are already regulated
by State laws and are not presented here. Also, regulatory traffic control devices such
as traffic signals and STOP signs serve a different purpose and their use for
neighborhood traffic management is discouraged by federal and state guidelines.
Neighborhood Traffic Management Guidelines Page 1
�a City of Newport Beach
0 OBJECTIVE
The objective of the Newport Beach
Neighborhood Traffic Management
Guidelines is to improve the livability of
City neighborhoods and to minimize
adverse impacts to vehicular traffic on
residential streets through a system of
education, enforcement, and
engineering.
GOALS
Manage the speed of vehicles on
residential streets with demonstrated
speeding concerns to levels
consistent with residential speed
limits (25 mph) or other posted limits
as determined by the Municipal
Code or California Vehicle Code.
• Discourage the use of local
residential streets by non -local (cut
through) traffic by making the streets
less attractive as a commuter route.
• Increase safety by reducing potential
conflict on impacted streets to
acceptable levels as defined by
generally accepted traffic
engineering standards.
• Develop and emphasize focused
neighborhood educational programs
which address residential traffic
concerns.
• Implement selective enforcement
actions in neighborhoods with
demonstrated traffic - related
concerns.
While implementing the Program Goals,
• care will be taken to:
Encourage citizen participation
throughout the Program by seeking the
input of affected residents and non-
resident property owners through
neighborhood meetings, written
communication, open forum workshops
and public hearings before the City's
Traffic Affairs Committee and City
Council.
Minimize impacts on emergency vehicle
response times caused by
implementation of neighborhood traffic
management measures.
Limit the potential for shifting traffic from
one residential neighborhood to another
when implementing traffic management
measures.
• Respond to complaints in a timely
manner.
PROCESS
The process by which a concern is
identified, reviewed, and possibly mitigated
is a series of education, enforcement, and
engineering steps. The process from
notification to implementation can be
illustrated using a flow diagram, see Figure
1. Figure 2 presents an approximate
Application Process Schedule.
The process is summarized in the following
steps.
1 - Initial Complaint and Site Review
The initiation of City involvement in
mitigating a neighborhood traffic concern
begins with a complaint by a citizen, a
homeowner's association or a group of
residents. The compliant generally involves
a perception that a significant number of
Neighborhood Traffic Management Guidelines Page 2
v`i5i City of Newport Beach
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motorists traveling through a
neighborhood are violating the law in
some way.
2 — Site Review by Staff
Staff conducts a field review of the
complaint. This review may include
traffic counts, speed surveys, field
observations, and analyses of collision
records.
3 — Increased Enforcement/Education
In the case of speeding, staff may
request additional traffic enforcement by
the police and /or schedule the
placement of the radar speed trailer.
4 — Traffic Affairs Committee Meeting
with the Neighborhood (optional)
The individual complainant or
neighborhood group may meet with the
Traffic Affairs Committee. This meeting
will provide an opportunity for the
Committee to hear concerns, and for
staff and the committee to compare
neighborhood conditions to the
reasonable expectations of traffic
volumes, traffic speeds, collision rates,
etc.
The Traffic Affairs Committee will
provide information about traffic safety
to the neighborhood and encourage
neighborhood action to distribute this
information to the community.
5 — Neighborhood Action
Utilizing information provided by the
Traffic Affairs Committee, the
neighborhood will begin an educational
campaign. Information about traffic
safety will be distributed by door -to -door
communication; the homeowners'
association newsletter or other means
as may be appropriate.
If, after an educational campaign, there is
still demonstrated evidence that only
physical changes can resolve their
concerns, the residents can petition the City
to request further engineering studies to
address neighborhood concerns.
To ensure that everyone who may be
affected will have the opportunity to
participate in the process, the area in which
the petition is circulated will be determined
by staff
If a petition signed by 60 percent of
the residents in the defined project
area is submitted to the City
requesting additional traffic analysis,
a neighborhood workshop will be
conducted.
6 — Neighborhood Workshop
Upon receipt of a qualifying petition for
further engineering study, the City will
schedule a community workshop to address
the issues. Notice of the workshop will be
sent by the City to all potentially affected
residents in the study area. The study area
will be defined by City staff considering the
nature of the concern, the geographic
boundaries of the petition as well as natural
boundaries such as arterial highways.
City staff will conduct the workshop which
will include presentations of options and
time for hearing specific concerns.
Following the Neighborhood Workshop, a
traffic study will be performed which
reviews collision history, collects
data, and conducts appropriate
studies. A report would be prepared
which summarizes findings and identifies
various options.
Neighborhood Traffic Management Guidelines Page 3
\1 of Newport Beach
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7 — Engineering Analysis
The basic criteria for neighborhood
traffic management follows. The
rationale for these criteria is also
explained below:
Speeding on residential streets is fairly
common. Generally, speeds near the
85th percentile is considered reasonable
and safe. However, many residents feel
that vehicle speeds past their homes,
nevertheless, are excessive. This is
particularly true on residential streets
where the prima facie speed limit is 25
mph. Speeds in the range of 33 to 38
mph are common. One of the goals of
the Neighborhood Traffic Management
Program is to mitigate concerns of
speeding on residential streets. To that
end, the program finds that by the time
67 percent of traffic exceeds the
residential speed limit, a significant
concern is demonstrated. Therefore,
the criteria for considering neighborhood
traffic management strategies is met
when observed speeds show that 67
percent of traffic exceeds the speed
limit. This normally results in the
prevailing speeds being at or near the
85th percentile.
An important element of the criteria is
traffic volume. The criteria sets the
minimum volume of 2,000 vehicles per
day of 200 vehicles during any hour.
There is no doubt that some speeding
occurs on every street, no matter its
length or volume of traffic. The program
is not designed to solve every social ill
and the now and then abuse of a typical
residential street is something we have
to live with as being part of the cost of
being in the main stream of society.
street's "environmental capacity," some
remedial measures should be considered.
This program recognizes that 2,000
vehicles per day is the "environmental
capacity" of a residential street; beyond
which the residential character of the street
and thus the "quality of life" is
compromised.
Taking this concept further, the program
looks at the reason the "environmental
capacity" of the street has been exceeded.
In some cases, the cause may be traced to
either an inadequate arterial system or an
incomplete arterial network. In other cases,
the cause may be directly traced to
development practices which relied on the
use of the residential street for access to
too great of extent.
In any of these cases, it can be argued that
the City has a higher responsibility to its
residents when the agencies' policies and
practices have contributed to the "problem."
In these cases, the City may owe the
residential community an "environmental
correction" on those streets where the
"quality of life" has been compromised by
traffic flow.
8 — Review by the Traffic Affairs
Committee
The report outlining the various options and
recommendations would be reviewed by
the Traffic Affairs Committee and the Public
at a regular meeting of the Traffic Affairs
Committee. If the Traffic Affairs Committee
determines that the installation of a traffic
management measure is appropriate, staff
will prepare a petition, for neighborhood
consideration which describes the
recommended traffic management
measure(s), while listing potential benefits
and disadvantages (if any) associated with
the measure.
On the other hand, once traffic builds on
a residential street to a point beyond the
Neighborhood Traffic Management Guidelines Page 4
!v?1 City of Newport Beach
1�1
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9 — Consideration by the
Neighborhood
A petition describing the proposed
Neighborhood Traffic Management
strategy would be circulated by
members of the community. The
petition should be signed by a minimum
of 75 percent of the potentially affected
residents or property owners. Once the
petition is submitted to the City,
preliminary engineering plans and costs
estimates for the traffic management
measures will be prepared by the City.
10 — Second Neighborhood
Workshop
Once the implementation petition is
submitted and the preliminary
engineering completed, a second
Neighborhood Workshop will be
scheduled. The City will send out
notices to the previously described
study area.
City staff will present the results of the
petition process and describe the
preliminary traffic management
measures being proposed. Time will be
set aside for questions and answers.
11— Consideration by City Council
A noticed public hearing would be
scheduled before the City Council.
The City Council would review the matter
and determine if the recommended traffic
measures are to be implemented.
Appropriate funding mechanisms would be
recommended by City staff.
12 — Plans prepared and Publicly
Reviewed (if applicable)
Upon completion, construction plans would
be reviewed by the Public at a regular
Traffic Affairs Committee and City Council
meel A recommended course of action
would be forwarded to the City Council for
final approval.
13 — Traffic Management Measures
Implementation
Once approved by City Council, staff would
proceed with implementation of the
approved Neighborhood Traffic
Management measures by either contract
or the use of City forces.
If temporary measures are to be
implemented, a trial period should not
exceed six (6) months.
If temporary measures are intended to
precede permanent installations, an interim
review process would be followed. This
process would resemble Steps 8 through
10. The Traffic Affairs Committee would
have authority to either abandon the project
or proceed with its completion.
Neighborhood Traffic Management Guidelines Page 5
City of Newport Beach
PROCESS FLOWCHART
FIGURE
Initial Complaint from Neighborhood
Field Review by Staff
Increased Enforcement
Meeting with Traffic Affairs Committee
Neighborhood Action /Education
Petition Submitted for Engineering Study
Neighborhood Workshop #1 1
• Engineering Analysis
E
Review by Traffic Affairs Committee and Public
Petition Submitted for Implementation of Traffic Management Measures
Neighborhood Workshop #2
Review and Approval by City Council
Engineering Plans Prepared
Engineering Plans Reviewed by Traffic Affairs Committee
Implementation of Traffic Management Measures
Neighborhood Traffic Management Guidelines Page 6
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Petition for
Engineering Study
Neighborhood Traffic Management Guidelines
City of Newport Beach
SU RVEYI PETITION
. TO ASSESS NEIGHBORHOOD TRAFFIC PROBLEMS
l J
•
We, the undersigned, request the City of Newport Beach to undertake traffic
engineering studies for the purpose of developing preliminary recommendations to
mitigate traffic concerns occurring on:
Traffic concerns include the following:
Excessive travel speeds Vehicle noise
High volumes of non -local traffic Pedestrian safety
Demonstrated collision problem Bicycle safety
Other
Name Address
lease print) lease print) Telephone No. Date Signature
Petition Spokesperson:
Telephone
Neighborhood Traffic Management Guidelines Page 8
City of Newport Beach
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Petition for Implementation
of Traffic Management Measures
i Neighborhood Traffic Management Guidelines
"' City of Newport Beach
SURVEY /PETITION
FOR IMPLEMENTATION OF NEIGHBORHOOD TRAFFIC MANAGEMENT
MEASURES
We, the undersigned, desire, agree with, and request implementation of the following
traffic management measure(s):
understand that the proposed traffic management measures may have a direct impact
on my property. By signing this petition, I acknowledge that I have read the detailed
description of the traffic management measures being proposed.
Name Address
lease print) lease print) Telephone No. Date Signature
Petition Spokesperson:
Telephone
Neighborhood Traffic Management Guidelines Page 9
City of Newport Beach
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Traffic Management Measures
Neighborhood Traffic Management Guidelines
-� City of Newport Beach
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EDUCATION AND ENFORCEMENT
DESCRIPTION:
Education and enforcement are traffic
management measures that can be
applied during the entire traffic
management process. The measures
include workshops, speed trailer, and
traditional enforcement.
PURPOSE:
The primary purpose is to inform and
educate citizens and motorists of traffic
management measures.
EFFECTIVENESS:
Education is very effective in developing
a better understanding of neighborhood
traffic management, and enforcement is
effective in compliance with traffic laws.
COST:
Costs for education and enforcement
varies from $200 to $2,000, and is
generally measured by manhours.
PARKING IMPACTS:
None.
EMERGENCY SERVICE IMPACTS:
None.
NOISE IMPACTS:
None.
OTHER CONSIDERATIONS:
Depending on the effectiveness during
the petition process, ongoing
reinforcement may be required.
GUIDELINES:
Education and enforcement are an
integral part of the petition process.
The City Council may consider the
installation of neighborhood traffic
management education and
enforcement in any neighborhood as a
prerequisite to any formal Neighborhood
Traffic Management Program
O Neighborhood Traffic Management Guidelines Page 10
City of Newport Beach
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Definition: Activities that inform and seek to modify driver behavior. Techniques include printed
information, meetings and workshops with staff, interaction with neighbors, enforcement
activities, school programs, public outreach, etc.
Advantages
Disadvantages
• Can be relatively effective and inexpensive.
• Not likely to be as effective on non-
Involves and empowers citizens.
neighborhood traffic.
• Works well with other mitigation tools.
• May be difficult to measure effectiveness.
• Can be time consuming.
• May take time to be effective.
• Effectiveness may decrease over time.
Neighborhood Traffic Management Guidelines Page 11
City of Newport Beach
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Neighborhood Traffic Management Guidelines Page 12
City of Newport Beach
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Definition: Mobile radar display advises motorists of their speed.
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Advantages
Disadvantages
• Good educational tool.
. Requires periodic enforcement.
• Very good public relations tool.
. Effective for limited duration.
• Useful especially in school and construction
• Unit . moves frequently which requires
zones where spot speed reduction is important.
personnel.
O Neighborhood Traffic Management Guidelines Page 13
City of Newport Beach
Radar Speed Monitoring Trailer
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Definition: Periodic monitoring of speeding and other violations by police.
Advantages
Disadvantages
• Good temporary public relations tool.
• Effect is not permanent.
• Serves to inform public that speeding and
• Enforcement is an expensive tool.
other traffic law violations are undesirable
behavior for which there are consequences.
Neighborhood Traffic Management Guidelines Page 15
City of Newport Beach
Traditional Enforcement
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HIGHER VISIBILITY
CROSSWALKS
DESCRIPTION.
Higher visibility crosswalks are used to
increase driver recognition of a
crosswalk by using one of the following
techniques: 1) designing the crosswalk
with paving blocks or contrasting
textured concrete, or 2) painting the
crosswalk with either diagonal or
longitudinal stripes or without transverse
stripes. Higher visibility crosswalks
should only be used at uncontrolled
crosswalks. They would ordinarily be
placed where a significant volume of
pedestrian activity has been identified.
PURPOSE.
The primary purpose of a higher visibility
crosswalk is to increase driver
recognition of the crosswalk.
EFFECTIVENESS:
Higher visibility crosswalks provide more
visibility to drivers than traditional
crosswalks. They are also a stronger
indicator of the accepted or preferred
crossing location for pedestrians. As
with any crosswalk, pedestrians may,
however, place too high a level of
reliance on the ability of the crosswalk to
control driver behavior.
COST.
Higher visibility crosswalks cost $1,000
to $5,000, depending on the design
technique.
PARKING IMPACTS:
There are no direct parking impacts
associated with installing a higher
visibility crosswalk within an existing
crosswalk. However, a minimum of 20-
30 feet of curbside parking may need to
be prohibited on each side of the
crosswalk to provide increased visibility
of the crosswalk.
EMERGENCY SERVICE IMPACTS:
None.
NOISE IMPACTS:
Noise impacts are minimal for striped
crosswalks. Crosswalks designed with
paving blocks or contrasting colored
concrete can produce significant
amounts of noise, depending on the
design.
OTHER CONSIDERATIONS:
Installation of higher visibility crosswalks
would increase maintenance costs.
There are also traffic control signs and
pavement markings that are typically
unattractive that are associated with
crosswalks.
GUIDELINES FOR HIGHER
VISIBILITY CROSSWALKS
The guidelines for the establishment of
Higher Visibility Crosswalks are:
• They are only created at
uncontrolled locations.
• Care must be taken at mid -block
locations.
• As with any crosswalk, they are to be
used for guidance and education.
Neighborhood Traffic Management Guidelines Page 17
City of Newport Beach
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Definition: Crosswalk treatments which increase driver awareness of pedestrian activities.
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Advantages
Disadvantages
• Relative low cost
• Can induce a greater false sense of security in
• Can be effective at increasing driver
the pedestrian.
awareness
• Can be incorporated into other roadway
features such as chokers.
Neighborhood Traffic Management Guidelines Page f8
City of Newport Beach
Higher Visibilitv Crosswalks
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LANE NARROWING
CURB EXTENSIONS OR CHOKERS
DESCRIPTION:
Curb extensions or chokers narrow the
street by widening the sidewalk or the
landscaped parkway. This can include
lane striping.
PURPOSE
A walkway feature should be
incorporated into the narrowing design
to provide for pedestrian activity when
conventional sidewalks are not present.
GUIDELINES:
The City Council may consider the
installation of curb extensions or
chokers if the criteria listed below are
satisfied:
These roadway design features are 1. A speed survey must demonstrate
employed to make pedestrian crossing that at least 67 percent of the
easier, to narrow the roadway, and /or to motorists exceed the prima facie
slow traffic. speed limit.
EFFECTIVENESS:
Curb extensions effectively reduce
auto /pedestrian conflict by reducing the
street crossing distance and improving
sight distance. They also influence
driver behavior by changing the
appearance of the street.
COST:
Curb extension cost $7,000 to $10,000
PARKING IMPACTS:
Parking impacts will vary with the
design. Each curb extension occupies
street area that might otherwise be
available for curbside parking.
EMERGENCY SERVICE IMPACTS:
Adequate, provided 20 feet clear is
maintained.
NOISE IMPACTS:
None.
OTHER CONSIDERATIONS:
Where the crowns of the street are
steep, curb extensions may actually go
"uphill" because the new curb is higher
than the original curb. This and other
street drainage issues should be
considered during the design.
2. The street must have no more than
two traffic lanes; one traffic lane in
each direction for two -way streets or
one traffic lane for one -way streets.
A minimum width of 20 feet is
needed for two -way traffic.
3. The average traffic volume must be
greater than 2,000 vehicles per 24-
hour period or 200 vehicles per any
hour, total in both directions on an
average weekday.
Neighborhood Traffic Management Guidelines Page 20
"' City of Newport Beach
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Definition: Street physically narrowed to expand sidewalks and landscaped areas. (Similar to
Neckdowns but used at mid - block.)
Advantages
Disadvantages
• Minor inconveniences to drivers.
0 Only partially effective as a visual obstruction.
• Minimal inconveniences to local traffic.
0 Unfriendly to bicyclists unless designed to
• Good for pedestrians due to shorter crossing
accommodate them.
distance.
• Drainage issues need to be resolved.
• Provides space for landscaping.
0 Restricts parking.
• Slows traffic without seriously affecting
• Can restrict driveway access.
emergency response time.
• Effective when used in a series.
Neighborhood Traffic Management Guidelines Page 21
City of Newport Beach
Lane Na
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Definition: Physical curb reduction of road width at intersections. Similar to lane narrowing but used
at intersection(s). Widening of street corners at intersections to discourage cut - through
traffic and to help define neighborhoods. (Multiple application shown below.)
Advantages
Disadvantages
• May be aesthetically pleasing, if landscaped.
• Unfriendly to bicyclists unless designed to
• Good for pedestrians due to shorter crossing
accommodate them.
distance.
• Landscaping may cause sight line problems if
• Can be used in multiple applications or on a
not maintained.
single segment of roadway.
• Increased maintenance if landscaped.
• Drainage issues need to be resolved.
• Impacts street parkin .
Neighborhood Traffic Management Guidelines Page 23
City of Newport Beach
Neckdown(s
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Definition: Highlighting various areas of the road to increase the driver's awareness of certain
conditions (e.g., edge of road striping to create a narrowing /slowing effect while defining
space for bicyclists)
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Advantages
Disadvantages
• Inexpensive.
May not be as effective as other more
• May reduce speed.
structured techniques.
• Edge treatment reduces potential vehicle
conflict with bicyclists and pedestrians.
• Low maintenance.
Neighborhood Traffic Management Guidelines Page 25
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Neighborhood Traffic Management Guidelines Page 26
_0 City of Newport Beach
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INTERSECTION OR MID -BLOCK
MEDIANS
DESCRIPTION:
Intersection or mid -block medians are
typically constructed with concrete curb
with opportunities for landscaping.
PURPOSE:
These roadway design features are
intended to narrow the roadway and break
up the linear appearance of the street.
These features are employed to
discourage through traffic much like the
Gateway Treatment (see page 23). They
can also be effective at slowing traffic in
the vicinity of the median treatment.
EFFECTIVENESS:
Much like the lane /street narrowing,
medians can reduce auto /pedestrian
conflicts by providing refuge in the middle
of the street.
COST:
Medians can cost from $10,000 to
$30,000 depending on size and
landscaping treatment.
PARKING IMPACTS:
To be effective, medians should provide
for a single travel lane on either side.
Consequently, parking will be impacted
adjacent to the median.
EMERGENCY VEHICLE IMPACT:
Minimal if designed to accommodate. A
roadway width of 14 feet is usually
recommended.
OTHER CONSIDERATIONS:
Drainage is usually not an issue with
medians. However, they can be
unfriendly to bicyclists. Also, medians
tend to force vehicles closer to
sidewalk /parkway areas and closer to
homes.
A walkway feature should be incorporated
into the narrowing design to provide for
pedestrian activity when conventional
sidewalks are not present.
GUIDELINES:
The City Council may consider the
installation of curb extensions or chokers
if the criteria listed below are satisfied:
1. A speed survey must demonstrate that
at least 67 percent of the motorists
exceed the prima facie speed limit.
2. The street must have no more than
two traffic lanes; one traffic lane in
each direction.
3. The average traffic volume must be
greater than 2,000 vehicles per 24-
hour period or 200 vehicles per any
hour, total in both directions on an
average weekday.
Neighborhood Traffic Management Guidelines Page 27
City of Newport Beach
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Definition: An island or barrier in the center of a street that serves to separate traffic.
Advantages
Disadvantages
• Provides a refuge for crossing pedestrians.
0 May reduce sight lines if over landscaped.
• May improve streetscape if landscaped.
0 Increased maintenance.
• Provides barrier between lanes of traffic.
6 Forces vehicle traffic closer to homes.
• May produce a limited reduction in vehicle
• Impacts street parking.
speeds.
• Can restrict driveway access.
• Can impact bicycle use.
Neighborhood Traffic Management Guidelines Page 28
�� City of Newport Beach
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Neighborhood Traffic Management Guidelines Page 29
City of Newport Beach
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GATEWAY TREATMENTS
DESCRIPTION:
Gateway treatments consist of physical
and textural changes to streets and are
located at key entry ways into a
neighborhood.
PURPOSE:
Gateway treatments create visual, and
in some cases tactile cues that tell
drivers they are entering a local
residential area or that the surrounding
land uses are changing. The intent is a
reduction in speed.
EFFECTIVENESS:
Gateway treatments have minimal
influence on a familiar driver's routine
behavior. Overall speeds and total
volumes are not influenced, but it is
believed that drivers are made more
aware of the environment in which they
are driving and are more considerate of
pedestrians. Unfamiliar drivers may be
influenced to avoid the use of a
neighborhood street with a Gateway
treatment when searching for a through
route.
COST:
Gateway treatments cost approximately
$5,000 to $10,000.
PARKING IMPACTS:
None.
EMERGENCY SERVICE IMPACTS:
None.
NOISE IMPACTS:
Textured pavements will introduce some
additional noise.
OTHER CONSIDERATIONS:
None.
GUIDELINES:
The City Council may consider the
installation of Gateway treatments if the
criteria listed below are satisfied:
1. A speed survey must demonstrate
that at least 67 percent of the
motorists exceed the posted speed
limits.
2. The street must have no more than
two traffic lanes, one traffic lane in
each direction for two -way streets or
one traffic lane for one -way streets.
3. The average traffic volume must be
greater than 2,000 vehicles per 24-
hour period or 200 vehicles per any
hour, total in both directions on an
average weekday, and at least 60
percent of the traffic is found to be
"cut- through."
Neighborhood Traffic Management Guidelines Page 30
City of Newport Beach
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Definition: Treatment to a street that includes a sign, banner, landscaping or other structure that
helps to communicate a sense of neighborhood identity.
Advantages
Disadvantages
• Positive indication of a change in
• Maintenance responsibility.
environmental from arterial road to residential
• Not friendly to bicycles.
area.
• May impact street parking.
• Reduces entry speed.
• Reduces pedestrian crossing distances.
• On wide streets provides space for landscaping
the median.
• Helps give neighborhood a sense of identity.
• Allows neighborhood creativity and
participation in design.
Neighborhood Traffic Management Guidelines Page 31
�7 City of Newport Beach
Gatewav Treatment
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Definition: A change in pavement texture (e.g., asphalt road to brick crossing) that helps to make
drivers aware of a change in the driving environment.
Advantages
Disadvantages
• May be aesthetically pleasing.
• May be used to define pedestrian crossing.
• Increased maintenance.
• May (will) increase ambient noise.
Neighborhood Traffic Management Guidelines Page 33
City of Newport Beach
Textured Pavement
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ONE -WAY STREET(S) NOICE IMPACT:
None.
DESCRIPTION:
One or more streets within a
neighborhood can be designated as
"one- way," thereby redefining traffic
patterns within the neighborhood.
PURPOSE:
The primary purpose of one -way
street(s), as a traffic - management tool,
is to prohibit certain neighborhood cut -
through movement.
EFFECTIVENESS:
One -way streets can be very effective at
eliminating cut - through traffic in the
prohibited direction of travel. However,
a series of one -way streets can actually
increase travel distances to certain
residences thereby increasing overall
traffic volumes on individual roadway
segments. One -way operations can
displace traffic to the parallel couplet.
COSTS:
The cost associated with designating
certain roadways within a neighborhood
as one -way streets would be in the
$2,000 to $4,000 range per street.
PARKING IMPACTS:
None.
EMERGENCY SERVICE IMPACTS:
Fire trucks and other emergency
vehicles could proceed along a one -way
street in the wrong direction of travel
required for an emergency. An
opportunity to comment on proposed
one -way streets must be provided to
appropriate emergency service
agencies. These comments will be
considered by the Traffic and Safety
Committee and the City Council in their
review.
OTHER CONSIDERATIONS:
If a wide residential street is converted
to a one -way street, the direction of one -
way travel may not be easily understood
by an unfamiliar motorist exiting a
residential driveway along the street. A
substantial number of 'one -way' signs,
corresponding to the number of
driveways along the street, would be
required to indicate the proper direction
of travel to unfamiliar motorists. These
signs would likely be perceived as very
unattractive. "Wrong -Way" and "Do Not
enter" signs, located at the end of a one -
way street, would also be aesthetically
unpleasing. This may be particularly
true in an area with a lot of tourist traffic.
GUIDELINES:
The City Council may consider the
installation of one -way streets if the
criteria listed below are satisfied:
1. A speed survey must demonstrate
that at least 67 percent of the
motorists exceed the prima facie
speed limit.
2. The street must have no more than
two traffic lanes; one traffic lane in
each direction.
3. The average traffic volume must be
greater than 2,000 vehicles per 24-
hour period or 200 vehicles per any
hour, total in both directions on an
average weekday, with at least 60
percent being identified as "Cut -
through."
Neighborhood Traffic Management Guidelines Page 35
City of Newport Beach
CK One -Way Streets
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Definition: Self- explanatory. (Changing the traffic flow pattern with one -way streets should be
considered only in areas where there is a documented high percentage of cut - through
traffic and where alternative routes exist.)
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Advantages
Disadvantages
Tends to reduce vehicle conflicts due to lack
Can lead to increased vehicle speeds.
of friction from opposing traffic flow.
May result in longer trip lengths.
Can facilitate traffic flow through an area.
May increase emergency response time.
Can open up narrow streets for more resident
May increase volumes on other streets.
parking.
Initial safety concerns as drivers adjust.
Maintains reasonable access for emergency
Can induce intentional violations by residents.
vehicles.
Maze effect of one -way traffic can discourage
through traffic.
May facilitate increased parking opportunities
through angle parking.
Q -! Neighborhood Traffic Management Guidelines Page 36
�'! City of Newport Beach
One-Way Streets
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ROUNDABOUT
DESCRIPTION:
A roundabout is a modern version of a
traffic circle with approach diverter
islands. A circular island is placed in the
center of an existing local street
intersection. Traffic approaching the
intersection is guided around the circular
island. Roundabouts are generally
designed to require approaching traffic
to slow down when entering the
intersection, while allowing a relatively
easy exit movement for traffic exiting the
intersection.
PURPOSE:
The purpose of a roundabout is to
reduce intersection approach speeds
and reduce the potential for angle and
turning -type accidents, while
maintaining or possibly increasing the
capacity of an intersection.
EFFECTIVENESS:
Roundabouts are very effective at
lowering speeds in their immediate
vicinity. They are also very effective at
reducing turning -type collisions;
however, the potential for accidents
could increase initially until drivers
become accustomed to the change.
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PARKING IMPACTS:
Due to the approach diverter islands
associated with a roundabout, 30 -50
feet of curbside parking prohibitions may
be required at all four corners of an
intersection.
EMERGENCY SERVICE IMPACTS:
Emergency service response times can
be reduced by the installation of a
roundabout at an intersection.
NOISE IMPACTS:
Noise impacts are minimal. There may
be some noise related to vehicles
decelerating and accelerating near a
roundabout.
OTHER CONSIDERATIONS:
If well maintained, roundabouts can be
very attractive. However, there are also
a lot of traffic control signs and
pavement markings associated with
roundabouts that would likely be
unattractive. Landscaping must be
maintained to assure visibility. Marked
and unmarked crosswalks must be
modified to fit revised vehicle travel
patterns. ADA ramps must be modified
accordingly.
Also, traffic controls must be carefully
considered. A four -way "Yield" situation
may not be appropriate. Two -way
"Yield" or "Stop" controls may be
applicable.
GUIDELINES:
The City Council may consider the
installation of a roundabout if the criteria
listed below are satisfied:
1. A speed survey must demonstrate
that at least 67 percent of the
motorists exceed the prima facie
speed limit.
2. The street must have no more than
two traffic lanes; one traffic lane in
each direction.
3. The average traffic volume must be
greater than 2,000 vehicles per 24-
hour period or 200 vehicles per any
hour, total in both directions on an
average weekday, with at least 60
percent being identified as "Cut -
through.
Neighborhood Traffic Management Guidelines Page 38
City of Newport Beach
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Definition: Roundabouts are raised circular areas (similar to medians) placed at intersections.
Drivers travel in a counter - clockwise direction around the circle. Modern roundabouts are
generally `yield upon entry," meaning that cars in the circle have the right -of -way and
cars entering the circle must wait to do so until the path is clear. When a roundabout is
placed in an intersection, vehicles may not travel in a straight line.
all
Advantages
Disadvantages
May reduce potential vehicle conflicts.
May be restrictive for larger vehicles if
Reduces speed at intersection approach.
designed to a low speed. Providing a
Provides space for landscaping,
mountable apron minimizes this limitation.
Effective at multi -leg intersections.
May require additional lighting and signage.
Provides equal access to intersections for all
If left turns by large vehicles are to be
drivers.
accommodated then right -of -way may have to
Does not restrict movements, but makes them
be purchased.
more difficult.
Initial safety issues as drivers adjust.
May increase volumes on adjacent streets.
Maintenance responsibility if landscaped.
May increase vehicle /pedestrian conflicts.
May not be bicycle friendly.
Neighborhood Traffic Management Guidelines Page 39
City of Newport Beach
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Neighborhood Traffic Management Guidelines
City of Newport Beach
Page
0 SPEED HUMPS/TABLES EFFECTIVENESS:
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DESCRIPTION:
Speed humps are pavement undulations
installed along a roadway for the
purpose of regulating traffic speed.
There is a significant difference between
speed humps and speed bumps, which
are devices commonly used in shopping
center parking lots. A speed bump is an
abrupt pavement feature, three or four
inches high and only one to three feet in
length at the base (measured in the
direction of vehicle travel). A speed
hump, on the other hand, is generally 3
inches in height, but much gentler in
configuration, with a length of at least 12
feet at the base. Speed humps properly
designed and placed in appropriate
locations control speed without the
"jarring" effect of speed bumps. Each
installation should consist of a minimum
of three humps, spaced at 300 -400 feet
apart. Because visibility of the speed
humps is very important, they should be
identified with appropriate signs and
markings. Speed humps can also be
applied to intersections for improved
intersection recognition, as well as for
controlling speeds.
Speed tables are similar to speed
humps in overall height. The basic
difference between speed tables and
speed humps is their length. Speed
tables are typically 22 feet in length with
the 3 -inch rise occurring over the first 6
feet on either the arrival or departure
side with the center 10 feet being flat.
PURPOSE:
Speed humps are intended to reduce
vehicle speeds and /or divert traffic.
Twelve -foot speed humps may be
effective at encouraging 25 mph vehicle
speed.
Speed tables may be effective at
encouraging 30 -mph vehicle speeds.
COST:
Speed humps and tables cost
approximately $2,000 to $2,500 each
(minimum $6,000 for a series).
Intersection humps cost approximately
$5,000 to $10,000 depending on
intersection size.
PARKING IMPACTS:
None.
EMERGENCY SERVICE IMPACTS:
Like other vehicles, emergency
response vehicles must cross a speed
hump at reduced speeds. The speed
hump design selected for a street takes
into consideration whether it is used as
a primary response route. The Fire
Department should have an opportunity
to review all speed humps that are
proposed. An opportunity to comment
on proposed speed humps must be
provided to appropriate emergency
service agencies and transportation
service agencies. These comments will
be considered by the Traffic and Safety
Committee and the City Council in their
review.
NOISE IMPACTS:
Speed humps generate some noise.
The only mitigation is to consider a
hump's proximity to homes when
determining where humps might be
located.
Neighborhood Traffic Management Guidelines Page 41
,(a City of Newport Beach
OTHER CONSIDERATIONS:
Traffic volumes typically decrease
slightly after speed humps are
constructed. Additional signage maybe
objectionable to residents.
GUIDELINES:
The City Council may consider the
installation of speed humps if the criteria
listed below are satisfied:
a posted 30 -mph speed limit may be
considered for speed tables.
4. A speed survey must demonstrate
that at least 67 percent of the
motorists exceed the speed limit.
5. The street must have no more than
two traffic lanes; one traffic lane in
each direction for two -way streets or
one traffic lane for one -way streets.
1. Speed humps will be considered for
6.
The average traffic volume must be
a particular street section only after
greater than 2,000 vehicles per 24-
persistent attempts to resolve
hour period or 200 vehicles per any
speeding by all appropriate
hour, total in both directions on an
conventional methods (posting of a
average weekday.
speed trailer, increased
enforcement, etc.) have been
7.
The street must have a sustained
exhausted.
longitudinal grade of 6 percent or
less. Exceptions may be allowed for
2. The street segment on which speed
steeper street grades where the
humps are proposed must be at
steeper grades prevail over relatively
least — mile long and must be a
short distances. For instance,
residential street as defined by the
grades up to 8 percent may be
California Vehicle Code. The street
acceptable for up to 400 feet and
must include a logical segment for
grades up to 10 percent may be
installation of speed humps (isolated
acceptable for up to 200 feet.
or very short segments along a
continuous street, relatively short
8.
The street must have a horizontal
cul -de -sacs that are less than 800
and vertical alignment such that
feet, and L- intersection corner areas
there is adequate sight distance, as
are generally not appropriate for
determined by the City. Example: A
speed hump installations).
proposed speed hump must be
visible from a three and one half foot
At the discretion of the Traffic Affairs
height at 150 feet.
Committee and the City Council,
Speed Tables may be considered on
9.
An opportunity to comment on
collector streets provided the posted
proposed speed humps must be
speed limit is no greater than 30 mph
provided to appropriate emergency
and all of the other speed hump
service agencies and transportation
criteria are satisfied.
service agencies. These comments
will be considered by the Traffic and
3. The speed limit on the proposed
Safety Committee and the City
street must be the posted or prima
Council in their review.
. facie 25 miles per hour. A street with
Neighborhood Traffic Management Guidelines
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Page 42
City of Newport Beach
JUDeed Humps
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Definition: Speed Humps are wave- shaped paved humps in the street. The height of the speed
hump determines how fast it may be navigated without causing discomfort to the driver or
damage to the vehicle. Discomfort increases as speed over the hump increases.
Typically speed humps are placed in a series rather than singularly.
Advantages
Disadvantages
Reduced vehicle speeds in the vicinity of the
May create noise particularly if there are loose
hump. Better if used in a series at 300' to 500'
items in the vehicle or trailer.
spacing.
If not properly designed, drivers may try to
Self enforcing,
skirt around to avoid impact.
Relatively inexpensive.
May delay emergency vehicles.
May impact drainage.
Drivers may speed up between humps.
Difficult to properly construct.
Requires signage that may be considered
unsightly.
Neighborhood Traffic Management Guidelines Page 43
City of Newport Beach
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Definition: A raised plateau where roads intersect. The plateau is generally 3" above the
surrounding street.
Advantages
Disadvantages
Slows vehicle in the most critical area and
• Increased difficulty of making a turn.
therefore helps to make conflict avoidance
• Increased maintenance.
easier.
Requires adequate signage and driver
Highlights intersection.
education.
Can reduce auto /pedestrian conflicts.
More costly than speed humps.
Aesthetically pleasing if well designed.
Effective speed reduction, better for
emergency vehicles than speed humps.
Neighborhood Traffic Management Guidelines Page 45
City of Newport Beach
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Neighborhood Traffic Management Guidelines Page 46
City of Newport Beach
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Definition: Speed Tables are similar to speed humps in overall height. The basic difference
between speed tables and speed humps are their lengths. Speed tables are typically 22
feet in length with the 3 -inch rise occurring over the first 6 feet on either the arrival or
departure side with the center 10 feet being flat.
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Advantages
Disadvantages
Reduced vehicle speeds in the vicinity of the
May create noise particularly if there are loose
hump. Better if used in a series at 300' to 500'
items in the vehicle or trailer.
spacing.
If not properly designed, drivers may try to
Self enforcing.
skirt around to avoid impact.
Relatively inexpensive.
May delay emergency vehicles.
May be installed on "collector" streets
May impact drainage.
May be installed in streets with prima facie 30
Drivers may speed up between humps.
mph speed zones.
Difficult to properly construct.
Requires signage that may be considered
unsightly.
Neighborhood Traffic Management Guidelines
City of Newport Beach
47
Speed Table
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Definition: A speed hump designed as a pedestrian crossing, generally used at mid -block locations.
Advantages
Disadvantages
Effective speed control at the installation.
May create noise, particularly if there are
Effective pedestrian amenity.
loose items in the vehicle or trailer.
May be designed to be aesthetically pleasing.
May be a problem for emergency vehicles.
May impact drainage.
Drivers may speed up between humps.
May increase volumes on other streets.
Requires signage that may be considered
unsiahth, .
_ Neighborhood Traffic Management Guidelines Page 49
City of Newport Beach
Raised Crosswalks
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0 DIAGONAL DIVERTERS
DESCRIPTION:
Diagonal diverters place a barrier
diagonally across an intersection,
disconnecting the legs of the
intersection.
Provisions should be made to make
diagonal diverters passable for
pedestrians and bicyclists.
GUIDELINES:
The City Council may consider the
installation of diagonal diverters if the
criteria listed below are satisfied:
PURPOSE:
Strategically located diagonal diverters 1. A speed survey must demonstrate
reduce traffic volumes on a street. that at least 67 percent of the
Diagonal diverters prevent all through motorists exceed the prima facie
moves at an intersection. speed limit.
EFFECTIVENESS:
2. The street must have no more than
Diagonal diverters are very effective in
two traffic lanes; one traffic lane in
reducing volumes.
each direction for two -way streets or
one traffic lane for one -way streets.
COST:
Diagonal diverters cost approximately
3. The average traffic volume must be
$10,000 to $30,000.
greater than 2,000 vehicles per 24-
hour period or 200 vehicles per any
PARKING IMPACTS:
hour, total in both directions on an
None.
average weekday with at least 60
percent being identified as "cut -
EMERGENCY SERVICE IMPACTS:
through. ".
Generally, the turn restrictions imposed
by a diagonal diverter would apply to
4. Temporary installations should be
emergency vehicles as well and are
considered before permanent
typically not used on primary fire
diagonal diverters are constructed.
response routes. However, diagonal
diverters can be designed and installed
to provide for emergency vehicle
access.
NOISE IMPACTS:
None.
OTHER CONSIDERATIONS:
Diagonal diverters apply to all drivers,
including local residents. Very special
care must be taken to consider the
availability, capacity, and
appropriateness of the alternative routes
• drivers might use if a diagonal diverter is
constructed.
Neighborhood Traffic Management Guidelines Page 51
City of Newport Beach
JUagonal Diverters
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Definition: A barrier placed diagonally across a four - legged intersection, interrupting traffic flow
across the intersection. This type of barrier may be used to create a maze -like effect in a
neighborhood.
Advantages
Disadvantages
• Eliminates through traffic.
• May inconvenience residents gaining access to
• Provides area for landscaping.
their properties.
• Reduces traffic conflict points.
0 May inhibit access by emergency vehicles.
• Increases pedestrian safety.
0 May divert through traffic to other local streets.
• Can include bicycle path connection.
• Altered traffic patterns may increase trip length.
• Corner properties must be protected from
violators.
Neighborhood Traffic Management Guidelines Page 52
City of Newport Beach
Diagonal Diverters
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SEMI - DIVERTERS OR HALF
CLOSURES /FORCED TURNS
DESCRIPTION:
Semi - diverters or half closures are
located at intersections and limit access
to a street by blocking the 'receiving"
lane of the street. They prevent drivers
from entering certain legs of an
intersection
PURPOSE:
Strategically located semi - diverters can
effectively reduce traffic volumes on a
street.
EFFECTIVENESS:
Semi - diverters are very effective in
reducing volumes.
COST:
Semi - diverters cost approximately
$7,000 to $15,000.
PARKING IMPACTS:
Semi - diverters can impact curbside
parking opportunities.
EMERGENCY SERVICE IMPACTS:
Semi - diverters allow a higher degree of
emergency vehicle access than cul -de-
sacs or diagonal diverters. Semi -
diverters can be designed to allow
emergency vehicle access, but careful
consideration needs to be given to their
use on primary fire response routes. An
opportunity to comment on proposed
semi - diverters or half closures must be
provided to appropriate emergency
service agencies. These comments will
be considered by the Traffic and Safety
Committee and the City Council in their
review.
NOISE IMPACTS:
None.
OTHER CONSIDERATIONS:
Semi - diverters apply to all drivers,
including local residents. Very special
care must be taken to consider the
availability, capacity, and appropriateness
of the alternative routes drivers might use
if a semi - diverter is constructed.
Frequent violations by local drivers may
occur. The "half- closure" may need to be
of adequate distance (60 to 100 feet) to
discourage this unlawful activity.
GUIDELINES:
The City Council may consider the
installation of semi - diverters of half
closures, if this criteria listed below are
satisfied.
1. A speed survey must demonstrate that
at least 67 percent of the motorists
exceed the prima facie speed limit.
2. The street must have no more than
two traffic lanes; one traffic lane in
each direction.
3. The average traffic volume must be
greater than 2,000 vehicles per 24-
hour period or 200 vehicles per any
hour, total in both directions on an
average weekday with at least 60
percent being identified as "cut -
through."
O Neighborhood Traffic Management Guidelines Page 54
City of Newport Beach
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Definition: Physical blockage of one direction of traffic on a two -way street. The open lane of traffic
is signed 'one way," and traffic from the blocked lane is not allowed to go around the
barrier through the open lane.
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Advantages
Disadvantages
• Reduces through- traffic in one direction
• Reduces access for residents.
and possibly in the other.
• Emergency vehicles are only partially
• Allows two -way traffic in the remainder of
affected as they have to drive around
the street.
partial closure with care.
• Good for pedestrians due to shorter
• Compliance with semi - diverters is not 100
crossing distance.
percent.
• Provides space for landscaping.
• May increase trip length for some
• Can be designed to provide two -way
residents.
access for bicycles.
• Maintenance responsibility if landscaped.
Neighborhood Traffic Management Guidelines Page 55
City of Newport Beach
Partial Street Closure
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Definition: Small traffic islands installed at intersections to channel turning movements.
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Advantages
Disadvantages
• Changes driving patterns.
0 May increase trip lengths for some divers.
• May reduce cut though traffic.
• Can be aesthetically unattractive if not
• May be attractive if landscaped.
landscaped.
• May increase response times for
emergency vehicles.
• Maintenance responsibility if landscaped.
Neighborhood Traffic Management Guidelines
City of Newport Beach
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Neighborhood Traffic Management Guidelines Page 58
' City of Newport Beach
iCUL -DE -SAC OR STREET comments will be considered by the
CLOSURE Traffic and Safety Committee and the
City Council in their review.
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DESCRIPTION:
Cul -de -sacs are created by either closing
a street at an intersection or at a mid -
block location. Pedestrian access is
provided across a landscaped island.
The closure must be located away from
driveways.
PURPOSE:
The purpose of a cul -de -sac is to
eliminate through- traffic and /or reduce
speeding on long uninterrupted sections
of roadway.
EFFECTIVENESS:
Cul -de -sacs are very effective at
reducing traffic volumes on the cul -de-
sac roadway; however, diverted traffic
can increase traffic volumes on adjacent
roadways.
COST:
Installing cul -de -sacs on a roadway could
cost approximately $10,000 to $30,000.
PARKING IMPACTS:
Up to 150 feet of curb -side parking
should be prohibited at the location
where cul- de- sac(s) are being installed.
EMERGENCY SERVICE IMPACTS:
Cul -de -sacs can negatively affect
response times for emergency services,
particularly if they are installed on
primary emergency service access
routes. The landscaped island that forms
the cul -de -sac can be designed as a
traversable island for emergency
purposes. An opportunity to comment on
a proposed cul -de -sac or street closure
must be provided to appropriate
emergency service agencies and
transportation service agencies. These
Neighborhood Traffic Management Guidelines
City of Newport Beach
NOISE IMPACTS:
Noise impacts are minimal. In fact, there
may be a reduction in noise levels due to
decreased traffic volume at the cul -de-
sac location.
OTHER CONSIDERATIONS:
In large neighborhoods, installing a cul-
de -sac on a roadway could shift a
problem elsewhere, unless a strategic
pattern of neighborhood traffic -
management tools are used. Cul -de-
sacs can also generate confusion on the
part of users searching for an address
along a street. This can be resolved by
renaming a portion of the street on one
side of the cul -de -sac. Provisions should
be made to make the cul- de- sac(s)
passable for pedestrians and bicycles.
GUIDELINES:
The City Council may consider the
installation of a cul -de -sac or street
closure if the criteria listed below are
satisfied:
1. A speed survey must demonstrate
that at least 67 percent of the
motorists exceed the prima facie
speed limit.
2. The street must have no more than
two traffic lanes; one traffic lane in
each direction.
3. The average traffic volume must be
greater than 2,000 vehicles per 24-
hour period or 200 vehicles per hour,
total in both directions on an average
weekday, with at least 60 percent
being identified as 'but- through."
Page 59
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4. Section 21101 of the California
Vehicle Code is quite restrictive with
respect to street closures. The City
Council may need to make a finding
that the street is no longer needed for
traffic in order to close the street. If
traffic is using the street, such a
finding may be difficult to make.
Neighborhood Traffic Management Guidelines Page 60
City of Newport Beach
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Definition: Street closed to motor vehicles using planters, bollards, or barriers, etc.
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Advantages
Disadvantages
Eliminates through traffic.
Reduces emergency vehicle access.
Reduces speed of the remaining vehicles.
Reduces access to properties for residents.
Reduces potential conflicts for street users.
May be perceived as inconvenient by some
Pedestrian and bicycle access maintained.
neighbors and an unwarranted restriction by
the general public.
May increase trip lengths.
May increase volumes on other streets.
0 Neighborhood Traffic Management Guidelines Page 61
City of Newport Beach
Cul -De -Sac