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RRA - Item 3 - Study Session for radio corrected time base units - Internal Files box 069 (3)III i i ~ l I\ ROSEMEAD REDEVELOPMENT TO: FRANK TRIPEPI. EXECUTIVE DIRECTOR FROM: RICHARD DEAL, DEPUTY TRAFFIC ENGINEER rlli,^ DATE: FEBRUARY 2, 1989' ~3c f" RE: STUDY SESSION FOR RADIO CORRECTED T1:1'E BASE UNITS - VALLEY BOULEVARD AND GARVEY AVENUE The County of Los Angeles has requested concurrence on two proposed traffic signal coorcinaticn projects on Valley Boulevard and Garvey Ave nue. The coal of these projects is to improve the traffic flow along both major arterial streets through a number of adjacent cities by installing a new synchronization device, called the radio corrected time base unit, in each traffic sional controller. The radio corrected time base unit will erfectively sync.^.ronize all of the traffic signals on Valley Boulevard and Garvev .;venue to the same time source, which will enable more efficient siar.al coordination for increased traffic flow. The study session, sched- uled for rebruary 7, 1989, will rive the Agency the opportunity to evalu- ate the ;:ro propcsed projects and the new synchronization equipment. in tvpica! tra''ic signal time based coordination systems, such as the existing systems on Valley Boulevard and Garvey Avenue, the internal cicck in each controller is initially set by a technician with the same time of day. Each controller in the system then functions on the same refer- ence coin"in ':me. As time goes on, however, the internal clocks drift slightly ::ith respect to other controllers in the system. The timing offsets for good traffic progression are determined to the nearest second. '..hen the controller clocks drift as little as a few seconds apart, the effectiveness of the traffic signal coordination can be impaired. The sole purpose of the radio corrected time base unit is to continually set each controller time clock to the exact same reference point in time, there- by eliminating ar.v drift in the system. These units do not change the v:av the traffic signals operate, nor do they alter the timing programs. They only input the same time of day to each controller. cE38 ( B!`:) F11~o E4D';,91770•~oi0i 2E°.?o7'•T- ecocier 8183079218 AGctCY AGENDA IT`~71 I'~1~. ~"1. AGENCY c FEERUARY 2, 1989 PAGE 2 f The radio corrected time base unit is a small receiver that mounts inside each controller cabinet. The antenna for the receiver is mounted on top of the nearest traffic signal pole. The unit is designed to receive and process the actual time signals broadcast by the United States National Bureau of Standards. The unit inputs the actual time of day to the controller on a continual basis. When every controller in the system continually operates with the same reference point in time , then accurate traffic signal coordination can be achieved. The radio corrected time base unit has two other desirable advantages. First, the unit automatically resets the controller time clock when a traffic sicnal has resumed operation after a power outage, pole knock down, maintenance, etc. Second, the unit accounts for daylight savings time and lea^ year. Both of these features eliminate the need for a signal techni- cian to reset the controller time clock after such events. Adcitionally, both of these projects, as proposed, will be funded entirely putside sources. The Los Angeles County Transportation Commission contribute 86 percent of the project costs, and Los Angeles County is expected to provide the remaining, 14 percent. The Cities involved in the two projects are listed below along .vith any responses to::arc their participation: `.'aliev Boulevard Project Garvey Avenue Project -,cent„ Response Ar..encv Resoonse L. A. City A:i•.ambra Yes Alhambra San Gabriel Yes Rosemead Rosemead Monterey Park Ei `.lcnte No` South El Monte Industr: Yes El Monte VYest Covina Caltrans r Yes Calir, ns Yes e C,;; or Ei. .',tonte has a, master system That coordinates the traffic sicr~ls ^n Valle: 3oulevard. r C FEBRUARY 2, 1989 PAGE 3 These projects proposed by Los Angeles County should have beneficial results and greatly enhance the traffic signal coordination on Valley Boule- vard and Garvey Avenue. RECOMMENDATION It is recommended that the Rosemead use of the radio corrected time base signal coordination projects proposed Boulevard and Garvey Avenue. RSD:mk N 58521 SR2/Rsmd Redevelopment Agency approve the units in conjunction with the traffic by Los Angeles County on Valley 'j z; I r[T9A $CXAlAAUM a. u•.•• er •.a .n u• May 21, 1990 BOARD OF SUPERVISORS COUNTY OF LOS ANGELES 650 ,ALL OF AOMIMISTMTIOM / LOS AM66LIS. OAUFOAMA 60010 • 3767 12101 976 A115 Honorable Dennis McDonald Mayor, city of Rosemead 8838 East Valley Boulevard Rosemead, CA 91770 Dear Hay VALLEY BOULEVARD REVERSE FLOW TRAFFIC LANE STUDY goo. a7 • i As you may know, the Traffic Reduction and Free Flow Interagency Committee (TRAFFIC), was created in March 1988 to coordinate the efforts of the County and its cities to reduce traffic congestion problems throughout Los Angeles County. At the request of the Board of Supervisors, TRAFFIC has been studying the feasi- bility of a pilot program for reverse flow traffic lanes on arterial highways. TRAFFIC staff surveyed numerous arterial routes throughout the County, and preliminary study indicated that three routes had the traffic characteristics to be a potential candidate for a pilot reverse flow traffic lane project. Caltrans is studying Pacific Coast Highway north of the McClure Tunnel, Los Angeles Department of Transportation is studying Sepulveda Boulevard paralleling the San Diego Freeway along the Sepulveda Pass, and the Los Angeles County Department of Public Works has been studying Valley Boulevard between the 710 Freeway and Santa Anita Avenue. The seven-mile segment of Valley Boulevard traverses five cities and is an important route in the San Gabriel Valley. The Department of Public Works has now completed a comprehensive traffic study which concludes that a permanent reverse flow traffic lane project is technically feasible for Valley Boulevard under certain conditions; but may be somewhat C Honorable Dennis McDonald -2- May 21, 1990 marginal from an economic benefit standpoint. It appears that essentially the same improvement in intersection operating conditions could be accomplished by peak-hour parking prohibitions at a much lesser cost. I urge you to carefully review the enclosed report and provide me with your comments and recommendations. Sincerely yours, PETt-S'CHAB RUM Supervisor, First District PS:cm/2CM Enc. 0 cc: Mayor pro tem Robert DeCocker Councilman Robert Bruesch Councilman Jay T. Imperial Councilman Gary A. Taylor Frank G. Tripepi, City Manager VALLEY BOULEVARD REVERSE FLON TRAFFIC LANE STUDY PREPARED BY DEPARTMENT F PUBLIC WORK MAY 1990 Background on August 15, 1989, the Board of Supervisors requested the Traffic Reduction and Free Flow Interagency Committee (TRAFFIC) to pursue a comprehensive study for a reverse flow traffic lane program in the County. After reviewing available traffic count data and considering the recognized guidelines, 27 routes were selected as possible candidates. Further evaluation revealed that three routes, Pacific Coast Highway north of the McClure Tunnel, Sepulveda Boulevard paralleling the San Diego Freeway along the Sepulveda Pass and Valley Boulevard from the Long Beach Freeway to Santa Anita Avenue, appeared to be potential candidates for a pilot program. We learned that Caltrans is studying Pacific Coast Highway for reverse flow lanes and the Los Angeles Department of Transportation is studying Sepulveda Boulevard for possible reverse flow treatment. At this time, the Caltrans' Project Study Report (PSR) on the Pacific Coast Highway project is awaiting approval at the District 7 level. The City of Los Angeles' preliminary study of Sepulveda Boulevard is tentatively scheduled for completion in June of this year. Guidelines for Reverse Flow Operation Generally recognized guidelines used in evaluating the need for reverse flow traffic lanes include the following: • Generally, directional flow should have a 2 to 1 or greater split for the heavier peak directional flow. Therefore, during the morning peak hour, inbound volumes should generally be at least twice the outbound flow. The afternoon volumes should have the reverse proportions. ° Significant congestion exists along the route in the major flow direction during the peak periods. • Establishment of a reverse flow traffic lane program will result in reduced delay and congestion and overall improved traffic flow. • Adequate roadway width is available to accommodate reverse flow operation. • Appropriate beginning and ending points, such as freeway on/off ramps or major cross streets, are available to assure proper operation of the reverse flow facilities. • Lighter off-peak direction traffic must be accommodated with sufficient roadway capacity. ° The route must either have no raised medians or, if raised medians/islands exist, they must be easily removed. • Intersections with left-turn lanes or signalized left-turn phasing will result to problems for reverse flow traffic lanes. Left turns need to either be restricted during the hours of reverse flow operation or they must be accommodated by reprogramming the signal operation and/or modifying the traffic striping/channelization. Existinq Reverse Flow Traffic Lane Facilities The use of reverse flow traffic lanes originated in Chicago in the 1930's. Successful operations exist today in older and very densely populated East Coast cities, such as New York City and Washington D.C., where traffic patterns, in and out of urban cores, are well established and highly directional. -2- Reverse flow lane applications in the Los Angeles metropolitan area are uncommon reverse a Splits, due to tInglewood o has centers a successful near-even permanent directional facilityy.eV Sincehe City of 1972, Inglewood has operated a 1.5-mile-tong reverse lane facility that is con- trolled by overhead bridge mounted lane-use signals on Prairie Avenue adjacent to the Forum and the Hollywood Park race track. This project has been successful because both The Forum and the race track generate significant directional flow prior to and immediately following major events. Valley Boulevard Existing Conditions Between the Long Beach Freeway and Santa Anita Avenue (7.1 miles), Valley Boulevard is typically 76 feet between curbs with traffic volumes generally ranging from about 24,000 to 42,000 vehicles per day. Peak-hour directional splits vary along Valley Boulevard, but a number of locations satisfy the general split criteria. Valley Boulevard is striped for 2 through lanes in each direc- tion and a midblock continuous two-way left-turn lane. Left-turn lanes are pro- vided at nearly all intersections. On-street parking is permitted full-time along the entire route, except for westbound morning travel at various locations in Alhambra. In the City of Rosemead, between Muscatel Avenue and Loma Avenue, parking bays protrude into the roadway, thereby reducing the effective roadway width to 56 feet. The posted speed limit on Valley Boulevard is 35 mph. Fronting development is generally commercial retail. On-street parking utilization along the route ranges from about 30 to 70 percent of the available space. Traffic signals are in operation at 36 intersections with 11 of the 36 having left-turn phasing. Field Data and Observations Twelve-hour manual traffic counts were taken at mayor intersections and 24-hour machine counts were taken at midblock locations at intervals of about every one-half mile. This data was used to calculate intersections' levels of service. Heavy congestion was observed at the following 9 intersections of Valley Boulevard: the Long Beach Freeway on-ramp; the Long Beach Freeway off-ramp; Fremont Avenue; Atlantic Boulevard; Garfield Avenue; Del Mar Avenue; San Gabriel Boulevard; Rosemead Boulevard; and Santa Anita Avenue. All 9 inter- sections are currently operating at level of service (LOS) f during morning and/or afternoon peak traffic periods. Level of service is a term used to describe prevailing traffic conditions from A (free flow or unrestricted travel) to F (forced flow or dammed conditions). The intersection of Valley Boulevard/Fremont Avenue has an extremely high left-turn demand for eastbound to northbound traffic (west approach). Delays are substantial for all movements on all approaches. Motorists traversing the intersections of Valley Boulevard at Rosemead Boulevard and at Atlantic Boulevard experience similar delays. Existing left-turn demand was found to be heavy at all intersections with left- turn phasing. -3- Alternatives Studied ' The study analyzed the following six alternatives: Scenario I Existing conditions (2 through lanes in each direction plus left-turn lanes at all times). Scenario 2 Establishment of a reverse flow operation (3 through lanes during peaks with left turns restricted at all locations, except 11 signalized intersections with left-turn phasing). Scenario 3 Establishment of peak-period stopping restrictions along the entire route and restriping Valley Boulevard to gain an added curb lane during peak periods (3 through lanes during peaks with left turns permitted at all locations). Scenario 4 Establishment of reverse flow operation (4 through lanes during peaks with left turns permitted at all intersections and prohib- ited at all midblock locations) including establishing stopping restrictions on both sides along the entire route, and restriping to gain added curb lanes. The roadway would be striped for 7 lanes with the middle 3 lanes reversible. Scenario 5 Establish full-time stopping restrictions near 11 major intersec- tions with left-turn phasing and restripe to provide dual left-turn lanes on Valley Boulevard. Scenario 6 Acquisition of right of way and major roadway widening on all 4 legs of 11 major signalized intersections with left-turn phasing. Intersection Capacity Analysis Capacity analysis calculations were performed for the six scenarios to determine the relative benefits of each alternative. 1. Scenario 1 - Existing Conditions - Of the 9 mayor intersections previ- ously identified, 5 currently operate at LOS F during the morning and 8 operate at LOS F during the afternoon peak period. 2. Scenario 2 - With the addition of a reverse flow traffic lane and restricting left turns at all nonsignalized intersections$ signalized intersections without left-turn phasing, (approximately 60 intersections) and all midblock locations, left-turn traffic would be diverted during peak would result in congested worse intersections of service at these 9 ods exists. This to intersections. 3. Scenario 3 - By restriping Valley Boulevard to provide an added curb lane, which would not require left-turn restrictions at any intersection location wouldreontinueetoooperatenatrLOSrFcduring P . 0 7 -g43 W EDC l L: 1< C -4- morning peak periods and 7 would operate at LOS F during the afternoon peak periods. Although levels of service would not change at some of conditions. operating condi- the ncoachieved minor over improvement tions would be 4. Scenario 4 - By adding 2 through traffic lanes in the peak direction reverse flw traffic lane and a curb lane created of the 9 congested intersectionsswouldncon- tinue to operate at LOS F during the morning and 7 would operate at LOS F during the peak afternoon period. Although levels of service thi atu these tinchange at tersectionssome for fththe is Scenariotwould beeimprovedna minortions amount over existing conditions. Prohibition of midblock.left turns be intersections, significantly improved. service. The wuld raffic o flow significantly for buses would imact t 5. Scenario 5 - Aded ches)uwouldfnotusignificantly improveeintersection(levels and west approa , of service. rfo 6. aScenario fternoon6peak period forithesintersectionsaofoValleyeBou evardoatthe Atlantic Boulevard and at Rosemead Boulevard for intersection widening on all 4 legs with right of way acquisition (added through lane, right- turn lane and dual left-turn lanes wouldresultnin all pintersections, levelshofed a and t LOS D at conditions Rosemead Boulevard,secttI ons to service at from LOS Atlantic F Bofor the ulevard existing LOS C rhemainvessentiallyitheasameesince theyhfallewithindthentransitl nsetoethell reverse flow operation. Geometries - The width of Valley Boulevard is constricted along various segments and at several intersections along the route. At the intersection of Fremont Avenue, acquisition of right of way and widening would be required to provide needed of Ro bepnecessarylto,accommodateythe proposed,laneoconfigurationte parking bays would To determine the feasibility of stopping restrictions along Valley Boulevard and restriping to provide an additional traffic lane, we field reviewed the particularly cduring dthesafternoon peak period. We parking demand travel various conditions adjacent to the found at that the rideability on both sides of Valley Boulevard adjacent to the curb in Alhambra, west of Almansor Street, is less than desirable due to local rises and depressions near culverts and catch basins. Rideability adjacent to the curb is good at all other locations where roadway width is adequate., Afternoon peak. period field observations revealed that on-street parking occupancy was about 50 spacerisnavailableainioff_streeteparkingolotsaand,onunearbynsidelstreets,parking -5- I I- Transit Con$ derattons Southern California Rapid Transit District (SCRTD) bus Line 76 runs along the entire length of Valley Boulevard, with 152 buses each day and 66 buses during the peak periods. Bus Lines 267, 487 and 489 also run for short distances on Valley Boulevard. Bus lines 258 and 259 cross Valley Boulevard at Fremont cros Avenue, Lines2170 BoMaulervAveard Rosemead Boulevard. At the intersection of Valley Boulevard/Fremont Avenue, operation of a reverse flow traffic lane would only be feasible with widening because of the lane requirements for through and left turning traffic as well as for bus and truck turning movements. SCRTD indicated that eastbound buses stop- ping at Grandview Drive west of Fremont Avenue would have difficulty crossing added lanes of traffic to turn left at Fremont Avenue. The farside bus zone for westbound lines on Valley Boulevard west of Fremont Avenue would need to be accommodated with a bus turnout to avoid interference with heavy westbound BoulevardrandlFremontsAvenueiand attrractsaconsiderablefpatronagebuses on Valley Findings and Conclusions permanent reverse flow facility on Valley Boulevard wofeversemflowcfacilitiesn A any peother similar facility we are aware of. Typically.. only reverse one lane and prohibit left turns at all intersections. For our application, three lanes would be reversed and left turns accommodated at intersections; however, left turns may need to be prohibited at midblock locations to avoid potential conflicts. The establishment of reverse flow traffic lanes on Valley Boulevard (Scenario 4) is feasible under conditions of intersection widening at Fremont Avenue, roadway widening in the City of Rosemead, roadway reconstruction in the City of hamb ions and Alb -month trialiperiodafacilitycI$ notofeasibleidue to theelackdofiadequatees. temporary delineation. Reverse flow lanes would result in an estimated travel time savings of 1,000 vehicle-hours per day, totalling an annual savings to motorists of approximately d al rove buses. Line1761traversesothe entire.lengthaoflValley Boulevardemakingfartotal of Bus 152 trips each day. Implementation and operation of a 6-month trial project is not feasible because of the operational problems associated with temporary traffic control devices and potential liability problems. The cost to design and install a permanent facility is estimated at $20 million and annual opera- tion and maintenance cost at $150,000 per year. The following measures and improvements would be required for the establishment of a permanent facility: 11 post no stopping tow away' zone Boulevard immediately before and 2-7 pMonday through Friday, Stringent enforcement of the 'no entire route ($100,000 per year). C.1 ° . f restrictions along both sloes of Ya ey during the peak periods of 5-9 a.m. and throughout the entire route (5100,000). stopping tow away' regulations along the t; I C P 0 9 2---o LJ FE 0 -6-on of • Avenuee($393tm111ion)andApproximatelyt24smonths wouldlbeyrequiredrtoFremont acquire needed right of way and widen the intersection. • thestrirougpelthaneesroaindwathy 'to peakrdirection,r2ethroughilanesein(the0lighter off- peak direction and left turns at all intersections during the peak periods. Three traffic lanes would need to be reversed from the morning ataallotimesatoeavoid potentialdconflictfanduminimizenmotoristeconfusioned • Overhead sign bridges and illuminated indications for lane use control ($9 million). to insure the reli- ability for an emergency back-up power supply system ability of the overhead lane use control signals ($150,000). • Remove concrete parking bays and widen the roadway in the City of Rosemead ($750,000). • Reconstruct drainage box culverts and the adjacent roadway at 15 Inter. sections to eliminate dips adjacent to the curbs and achieve improved rideabllity signals proposed at p 34 e Intersections b ($lane 750,000)0,000). Modify t • Retain a qualified consultant for the following work: 1. Prepare an environmental assessment ($25,000). 2. Conduct preliminary design including research of standards, criteria, laws, etc. ($75,000). 3. Prepare final design following approval of preliminary design by the Board of Supervisors, the cities and Caltrans ($1 million). ° Approval of environmental assessment and design plans by all affected agencies. • Multi-Jurisdictional agreements for the establishment, operation an maintenance of the facilities. • Public information and educational campaign ($100,000). • Contract administration, construction engineering, inspection, testing, etc. ($2 mutton). • Contingencies for unforeseen variables in design, construction and opera- tional needs ($1.9 million). Although a reverse flow lane facility on Valley Boulevard is technically feasible and would result in some improvement of traffic flow and reduction of delay and congestion, the $2 million annual return plus enhanced bus traffic flow for a $20 million investment 1s considered somewhat marginal from an economic standpoint. Nearly the same improvement on ithe peak direction ntersection oeratsideconditions Valley could be achieved by restricting parking Boulevard during peak periods thus providing three through lanes in the peak fourth lane, would2sign ,ificantlywenhancehbusetrafficlflowpduringntherpeak ingdirection periods. GJ:cm/2valleya-2 5/11/90 MAYOR PRO TEM. - COUNCILMEN 3F_ESC- V; Rosesicad 8838 E. VALLEY BOULEVARD • P.O. BOX 399 ROSEMEAD. CALIFORNIA 91770 TELEPHONE (818) 288-6671 TELECOPIER 8163079218 COUNCIL MEMORANDUM TO: COUNCILMAN JAY IMPERIAL FROM: RANK G. TRIPEPI, CITY MANAGER DATE: MAY 10, 1990 RE: VALLEY BOULEVARD PLANTER MODIFICATION STATUS AL the regular City Council meeting of May 8, 1990, a status report on the Valley Boulevard Planter Modification Project was requested. The planter modification project is included in the proposed 1990-91 City Budget and is an integral part of the improvement of Valley Boulevard from City limit to City limit. .-.s you know, Southern California Edison is proceeding with the utility undergrounding of Valley Boulevard. Edison has completed the installation of underground facility structures between Muscatel Avenue and the west city limit. Edison will begin undergrounding their facilities between Loma Avenue and the east City limit shortly, concurrently with cable installation on the west segment. Street light installation will follow after completion of all underground work on both segments. Edison's project is scheduled for completion at the end of June. The City will follow Edison with a project to convert the on-site overhead lines to the underground services. The City's contractor will underground consumer side electrical and telephone connections in July and August. Staff will submit an engineering proposal to Council in June for the removal and relandscaping of the landscaped parking lane planters on valley Boulevard. Construction of the project will commence after the City's on-site undergrounding,Tproject is completed. If you have any questions regarding this, please let me know. FGT:js CC- A • I ~ \1 "UNTY OF LOS aNGEtIES.._ DEPARTMENT OF PUBLIC WORKS ~ 9'X SOUTH F?UMON; AVENUE ALHAMSRA, CAL:FORNIA 91103.1371 THOMAS A. TIDE.NAYSON, D!,,wr Tdrnhoor. (T U) 40W 100 . ADDRESS ALL CORRESPONDENCE TO: P.O. BOX 1460 ALHAMBRA. CALIFORNIA 91102•1160 varch 2, 1990 Honorable Board of Supervisors County of Los Angeles 383 all of Administration S00 West Temple Street Lcs Angeles, California 90012 A AMY MA8! 9110 TO FILE' PD-2 315.3.1.1 r' Saar Supervisors: 7----'- 0 S (A1.,) :ROSRA}! RSS?C ;SR '70 BOARD ORJRR OF ?Y 23, 1990-9YNO?ST(z 55 LISTR;C C 7n uuCVDAT IOiiS : ^_':at your Board: kmead the policv :agardi.^.C the use Of ATC funds, c.,;nenci_: w` h t o '-999/90 aocatiozs, to provide that the funds allocated t., each city shall be used for the following purposes: a) Regional traffic signal synchronization projects., b) Transportation Systems Management (TSM) and Congestion Management (CM) projects that improve regional traffic amcbil_ty. c) Resign, accuisitioa of right of way and construc- ticn of city streets on the County's Highwav Plan which are of general County interest and regional signi_`icance providing that the regional priorities in a and b are met to the satisfaction of the Rirectcr of Public works. =:st-uct the Director of Public works to notify each city ..ctoraole Board of Supervisors 'rage 2 March 2, 1990 Cn January 2?, 1990, Synopsis 55, your Board directed the Director of 2uolic works to develop a uclicy that conditioned the allocation of '°C funds on a city's williny^ness to participate in regionally Si cant trarf'_c SigP.al svnchronizatiCf'i pr01eCt5 and/or take steps to imprcva regional traffic mobility in their city. ne janua-y 23, 1990 Board action amended vour Board's previous der cf Jan•uarv 31, 1989, Synousis 71. in my march 15, 1989 resucrse to thal previous Board order, advised that State law re~-i_res thzt if Las Anceles County allocates ATC funds t0 7C :ercent or more of t^e cities or a grogram basis, then it trust al'_c^zta funds t0 all c_ties• However, County Ccursel has i:,df- cated ,hat vcur Board may establish ccnditiors and set priorities fcr use of ?TC f";.n ds. .,..C 9_ cl.-_ent _o;i cV, A:.^. f•.:ndS .may be used for cesignirc, -..nst u^t_''c, m,aintaiti^c, re_a'ri^^ and accuiring -rights Of way for ci-V streets, grads sepera.ions, ridges, tannO_S, subways and Street drainage facilities which are of general County interest. _:-:a -re_ osed policy excludes maintenance and repair work and adds work c.-. rec_0nal'_y 9'_y^nificant TSM and Mi projects. Since the ma c:ity of cur cities use their ATC funds for main- -orange of city streets of general County interest, we antic'_oate -..ev will oppose this chance in policy. 'However, in light of-our li.^.,ited resources and increasing regional congestion, this change _n pc_icy is necessary to address increasing regional demands and priorities. Also, Senate 3',11 975, which became effective on Wiz,.uary 1, 1990, allows cities to for^ Benefit Assessment Maintenance Districts for maintenance of streets and highways. This proposed -el_cy change requires that cities first use their :ATC f-:ics for regional traffic s_enal synchronization projects a^d/or ot.".er TSM and chi measures, suc:^i as parking restrictions, cantel_zaticn znd ur.ifcr sic:ing. Signal synchronization, TSM and Cu :,eas;:r_s `nave prove:, to be extremely effective, low-cost =_:hods reduce concesticz c: cur arterial highways. BY revisit; ATC ciicy to s-ress regional priorities, cur discreticr_ary an ue -:axim ed by 1Li11 _ZinC t.: em on :base cOL1DaraLivelV 4 Honorable Board of Suaervisors ?age 3 March 2, 1990 ire pro?osed ATC policy will encourage the cities to finance and oartQ~TSaLedio^h`ee ye5`o~a~rv r gsignificantiprograms, In haddition, traff signal vjV -Goosed policy will substantially accelerate the financing ardseventual co'mpletion.o` the Countywide regional traffic signal sy.^.c',:rcnizatio^ prograM. 1 that ~_"cr^osed A°C policy be made Effective j.oly vecO^~'enc ats~ toall reCdininC 1989-90 ATC funds. '989 and be ap_1-~able o._y seven C :.ties have received 119899 -90 AT9Cn9f=nds rotaling t`e $10.2 million S-L in 1/90 for BE 5181,938 :1:- of Ci_-a~• Y T. 161- _ub11c Woks D' ec'=o: of