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CC - Item 1A - Comprehensive Traffic Calming PolicyROSEMEAD CITY COUNCIL STAFF REPORT TO: THE HONORABLE MAYOR AND CITY COUNCIL FROM: BEN KIM, CITY MANAGER DATE: JANUARY 28, 2025 SUBJECT: COMPREHENSIVE TRAFFIC CALMING POLICY SUMMARY The purpose of this report is to provide an overview of the comprehensive Neighborhood Traffic Management Program (Attachment A) to the City Council to receive and file. This policy was prepared to address a breadth of traffic management issues affecting the City of Rosemead. Specifically, this policy will focus on speeding concerns and cut -through traffic in residential neighborhoods. In 2024, the City Council requested that the Public Works Department present options to the Traffic Commission for potentially permitting speed humps to control vehicular speeds on certain streets within the City of Rosemead. Once presented to the Traffic Commission, the Commission recommended that staff develop a Speed Hump Policy due to the regularity of requests to have speed humps installed. To provide a larger selection of traffic management tools, the City Manager directed staff to develop a comprehensive traffic calming policy that contains a range of mitigation measures that will address neighborhood speeding and cut -through traffic issues. This policy aims not only to mitigate these concerns but also to improve responsiveness to residents' needs by providing quicker and more effective solutions to traffic -related problems. By mitigating these concerns, the program will benefit the City by creating a sense of community; encouraging interactions among neighbors; promote a general feeling of security and safety; and ensure that residents are afforded the opportunity to enjoy their homes and property. The Neighborhood Traffic Management Program will serve as a "toolbox" to be used by staff when addressing traffic management requests. The policy is segmented into three levels of traffic calming measures and provides the level of approval needed to install such measures. For each measure listed, the policy provides the advantages and disadvantages as well as the estimated cost impact for implementing such measures. The concluding section presents two alternative traffic calming measures that have been implemented in other cities. However, these measures may impose substantial financial and physical limitations, as well as moderate effects on emergency AGENDA ITEM LA City Council Special Meeting January 28, 2025 Page 2 of 7 response vehicles. They are included here to provide a comprehensive discussion, but they are not intended for inclusion in the final draft of the Policy. Following these sections, a "Toolbox Application Criteria" section is provided to help staff compare the different traffic calming measures and their applicable criteria for installation. The application of these treatments is intended to be successive, with department discretion for using Level One treatments addressing maintenance and non -regulatory neighborhood traffic concerns. Level Two and Level Three measures will require review and approval by the Traffic Commission. Upon approval, they will be presented to the City Council for further approval before implementation. Level One tools include a set of traffic management measures meant to be the least restrictive, easiest to implement, and the lowest cost for the City. Due to their non-restrictive nature, these measures will only require administrative/departmental consideration and approval to be installed. The measures listed under this section of the Neighborhood Traffic Management Program include: ,'kL . ul. .t � .5 Education Workshop Moving vehicle violations; high speeds; Low to moderate: $200 to $6,000 and running stop signs. (measured by person -hours) Enhance Sheriff Enforcement Moving vehicle violations; high speeds; High: staffing requirements. and running stop signs. Radar Speed Monitoring Trailer High speeds and school zone Low to moderate: purchase price and enforcement. staffing requirements. Higher Visibility Crosswalk at Existing Moving vehicle violations; pedestrian Moderate to high: $5,000 to $10,000 Crosswalks safety; and running stop signs. Pedestrian Crossing Signs Moving vehicle violations; pedestrians' Low to moderate: approximately $500 safety; and running stop signs. per sign and additional installation costs. Radar Speed Feedback Signs High speeds. Moderate: Installation is $15,000 to $20,000, plus ongoing maintenance Flashing LED on Existing Stop Sign Stop sign compliance and speeding. Low to moderate: Installation is approximately $1,500, plus ongoing maintenance Turn restrictions via signage Cut -through traffic. Low to moderate: purchase and installation price of sign(s), approximately $500 per sign. Rumble Strips/Dots High speeds and alert motorists of Low initial costs: ($50 per each raised control devices. pavement marker) with moderate to high maintenance costs. Crosswalk Warning System High speeds and pedestrian safety. High: $25,000 to $50,000 per application. Centerline Striping High speeds and cut -through traffic. Moderate: Initial cost and ongoing maintenance. Approximately $2.50 per linear foot of striping to install. Lane Narrowing with Edge Line Striping High speeds and cut -through traffic. Moderate: $1 per linear foot (and ongoing maintenance) Speed Limit Signs and Pavement High speeds. Low cost: $500 per sign and $750 per Markings (per Citywide Speed Survey) pavement marking. Table 1: Level One Traffic Management Measures City Council Special Meeting January 28, 2025 Page 3 of 7 Level Two tools contain traffic calming measures that are moderately restrictive, have a greater potential for shifting problems, and are higher cost. Unlike Level One, measures under this section will require approval by the Traffic Commission and the City Council. These traffic calming tools include: Table 2. Level Two Traffic Management Measures Level Three tools are the final set of traffic calming measures that are available. Being the last set, these tools are characterized by their high cost, strong potential to impact emergency response times, and greatest potential to shift issues. Similar to Level Two, these measures can only be installed with approval from both the Traffic Commission and City Council. As well, these measures should be considered after the implementation and/or review of Level One and Level Two tools. These tools include: F e TE�IjIpBFl `y".va'"L'..�,i +l4Y. 5� 4% u.rv4i��ay ri: }.de h'F.TS.k x"�tPl fi��tilf�1� J& utRia.: YiA 31{.e. Traffic Signal Adjustment to Discourage Cut -through traffic. Low to moderate: $500 per sign, traffic Cut -through Traffic High speeds. signal modifications, and possible study. Raised Center Median High speeds and cut -through traffic. High cost: $50,000 to $75,000 Traffic Circle High speeds; accident history; and vehicle conflicts. (depending on size and landscaping Restricted Movement Barrier Cut -through traffic and vehicle conflicts treatments) Residential Street Chokers at High speeds and cut -through traffic. Moderate to high: landscaping, Intersections Cut -through traffic and vehicle conflicts pavement treatments, and storm Diagonal Diverter Cut -through traffic and vehicle conflicts drainage considerations (^$50,000 per Full Street Closure (Cul-de-sac) Cut -through traffic and vehicle conflicts. corner) Residential Street Mid -block Narrowing High speeds and cut -through traffic. Moderate to high: dependent length of Arterial Roadway Narrowing — Curb Extensions High speeds; cut -through traffic; and vehicle conflicts narrowing ($50,000 per side of street) Textured Pavement High speeds and pedestrian safety. High cost: $50,000 per location. Parking Restrictions limited parking availability and Low to moderate: approximately $500 overnight parking concerns. per sign. Table 2. Level Two Traffic Management Measures Level Three tools are the final set of traffic calming measures that are available. Being the last set, these tools are characterized by their high cost, strong potential to impact emergency response times, and greatest potential to shift issues. Similar to Level Two, these measures can only be installed with approval from both the Traffic Commission and City Council. As well, these measures should be considered after the implementation and/or review of Level One and Level Two tools. These tools include: F e Raised Crosswalk High speeds and pedestrian safety. Moderate to high: $50,000 Raised Intersection High speeds and pedestrian safety Moderate to high: $100,000 (dependent on intersection size) Speed Hump High speeds. Moderate: $25,000 Speed Table High speeds. Moderate: $30,000 Traffic Circle High speeds; accident history; and vehicle conflicts. High: $150,000 to $250,000 (dependent on size of intersection) Restricted Movement Barrier Cut -through traffic and vehicle conflicts Moderate to high: $25,000 to $50,000 Entrance Barrier— Half Closure Cut -through traffic and vehicle conflicts Moderate to high: $25,000 to $50,000 Partial Street Closure— Force Turn Barrier Cut -through traffic and vehicle conflicts Moderate to high: $25,000 to $50,000 Diagonal Diverter Cut -through traffic and vehicle conflicts Moderate to high: $25,000 to $50,000 Full Street Closure (Cul-de-sac) Cut -through traffic and vehicle conflicts. High: $50,000 to $75,000 One -Way Street Cut -through traffic and vehicle conflicts. Moderate: $20,000 per street (with additional construction fees) Arterial Roadway Narrowing — Curb Extensions High speeds; cut -through traffic; and vehicle conflicts High: $100,000 per side of street Arterial Roadway Narrowing — Chokers High speeds; cut -through traffic; and vehicle conflicts. High: $75,000 per corner (with additional landscaping, pavement City Council Special Meeting January 28, 2025 Page 4 of 7 Table 3: Level Three Trak Management Measures Two additional traffic management measures are mentioned in the policy for informational purposes. These measures may present challenges related to environmental sustainability or design feasibility that conflict with the City's goals. Therefore, it was determined that the measures are not suitable for inclusion in the proposed policy as they would require significant city resources and substantial community support. The more appropriate path for these measures would be through the capital projects process of the City's Capital Improvement Program (CIP). The measures include: . ,CAy.yPl; 4i`(.i 1i treatments, and storm drainage considerations) Roadway Narrowing — Angle Parking Pedestrian safety and bicyclist safety. Moderate: $500 per sign and $1 per Gateway Treatment High speeds and may impact on -street Moderate to high: $25,000 to $50,000 linear foot of striping (plus additional Maximum Minimum maintenance) Landscaping— Parkway and/or Median High speeds and pedestrian safety. Variable: $50,000 to $200,000 or more Uninterrupted by Average Daily (dependent on landscaping and extent) Table 3: Level Three Trak Management Measures Two additional traffic management measures are mentioned in the policy for informational purposes. These measures may present challenges related to environmental sustainability or design feasibility that conflict with the City's goals. Therefore, it was determined that the measures are not suitable for inclusion in the proposed policy as they would require significant city resources and substantial community support. The more appropriate path for these measures would be through the capital projects process of the City's Capital Improvement Program (CIP). The measures include: . ,CAy.yPl; 4i`(.i 1i ,t4: 1 .� . esu �ihtycrtrt� 56�kF.�15Rx�. � 7til Y.vOK.:. Arterial Street Roundabout I High speeds and vehicle conflict High: $500,000 to $1,000,000 Gateway Treatment High speeds and may impact on -street Moderate to high: $25,000 to $50,000 parking' Maximum ['able 4: Alternative Traffic Management Measures Additionally, the policy lays out the eligibility, specifications, and procedures for the installation of speed humps within the City. Attachment B, which is the Draft Speed Hump Policy, addresses these topics and outlines the procedures for both residents and the City. To request a speed hump, a resident will fill out the prepared Speed Hump Request form (Attachment C) and submit it along with the Speed Hump Petition Form, which must have signatures from 67% of the head of households along the street (Attachment D). Once submitted, staff will conduct a preliminary review of the street segment to determine if it meets the criteria for a speed hump. The criteria include: .u.�`;•Yf e* W aQlp .. k ....i .N�}i ,('MOiP vY iYlfi� 1 5T. 1 .� . esu �ihtycrtrt� 56�kF.�15Rx�. � 7til Y.vOK.:. Street Land Use Minimum Length Maximum Minium Maximum Minimum Maximum Other Type Uninterrupted by Average Daily Average Speed Limit Critical Grade Criteria Stop Signs or Traffic Traffic Daily Traffic Speed Signals Volume Volume Local Residential 1,200ft 2,500 Soo 25 MPH 8 8% Nota vehicles/day vehicles/day MPH/25 priority +MPH route and/or a bus route Table 5: Speed Hump Eligibility Requirements for Streets Once initial eligibility is established, staff will conduct an analysis of the street segment, which may consist of several studies to establish traffic volume and speed, area conditions, accident history, potential diversion of traffic to adjacent streets, and other factors that are deemed necessary. As well, staff will also use this to verify that 67% of the head of households have signed City Council Special Meeting January 28, 2025 Page 5 of 7 the petition. Once necessary data is collected, a staff member will prepare the design, engineering, and installation fees, after which, the Director of Public Works will provide the final ministerial approval of the location and have it submitted for consideration and approval by the Traffic Commission and the City Council. If the proposed location does not meet the stated eligibility criteria, the requestor will be informed about the decision and provided an explanation. Additionally, Attachment E contains the Speed Hump Standard Drawing which will be used by the Department to regulate the design and specifications of speed humps installed throughout the City. To install a speed hump, it would cost the City approximately $25,000 per speed hump, with application and removal costs to be determined. Table 6 is a Speed Hump Cost Matrix and contains the approximate cost of installing two or three speed humps on a street segment. Table 6: Speed Hump Cost Matrix In February 2024, Public Works Staff were provided with a list of street segments from feedback received at the February 27, 2024, City Council Meeting. The segments were provided for review due to resident requests that indicated there were speeding concerns. The street segments were reviewed based on the draft Speed Hump Policy. City staff requested engineering to gather existing average daily traffic (ADT), collision data and speed data (85th% speed) on these test segments. Data was collected over a three-day period, on a Thursday, Friday and Saturday. The data collected shows the number of vehicles and speed of traffic over the three study periods in order to determine if there is a difference in vehicle volume and speeds between the three study days. The days represented a peak commute day (Thursday), a heavier travel day (Friday) and a day on a typical weekend (Saturday). The results of the findings are shown in Attachment F. The following locations are those that the City chose for preliminary review. Each of the segments all have long stretches of road with no intermediate traffic control. • LOCATION 1: Pine Street Between Garvey Avenue And Graves Avenue* • LOCATION 2: Falling Leaf Avenue Between Garvey Avenue And Graves Avenue • LOCATION 3: Kelburn Avenue Between Garvey Avenue And Graves Avenue • LOCATION 4: Denton Avenue Between Garvey Avenue And Graves Avenue* • LOCATION 5: Strathmore Avenue Between Garvey Avenue And Graves Avenue • LOCATION 6: Brighton Street Between Garvey Avenue And Garvalia Avenue • LOCATION 7: Ivar Avenue Between Ramona Avenue And Garvey Avenue* • LOCATION 8: Muscatel Avenue Between Ramona Avenue And Garvey Avenue • LOCATION 9: Bartlett Avenue Between Ramona Avenue And Garvey Avenue* • LOCATION 10: Ivar Avenue Between Mission Drive And Valley Boulevard • LOCATION 11: Muscatel Avenue Between Mission Drive And Valley Boulevard Xb 'A MM3' `CC"�k,'�y4 .. i.. Street Segment Length Maximum Number of Streets Humps Estimated Total Cost 660 ft (an eight of a mile) 2 $50,000 1,320 ft (a quarter of a mile) 3 $75,000 Table 6: Speed Hump Cost Matrix In February 2024, Public Works Staff were provided with a list of street segments from feedback received at the February 27, 2024, City Council Meeting. The segments were provided for review due to resident requests that indicated there were speeding concerns. The street segments were reviewed based on the draft Speed Hump Policy. City staff requested engineering to gather existing average daily traffic (ADT), collision data and speed data (85th% speed) on these test segments. Data was collected over a three-day period, on a Thursday, Friday and Saturday. The data collected shows the number of vehicles and speed of traffic over the three study periods in order to determine if there is a difference in vehicle volume and speeds between the three study days. The days represented a peak commute day (Thursday), a heavier travel day (Friday) and a day on a typical weekend (Saturday). The results of the findings are shown in Attachment F. The following locations are those that the City chose for preliminary review. Each of the segments all have long stretches of road with no intermediate traffic control. • LOCATION 1: Pine Street Between Garvey Avenue And Graves Avenue* • LOCATION 2: Falling Leaf Avenue Between Garvey Avenue And Graves Avenue • LOCATION 3: Kelburn Avenue Between Garvey Avenue And Graves Avenue • LOCATION 4: Denton Avenue Between Garvey Avenue And Graves Avenue* • LOCATION 5: Strathmore Avenue Between Garvey Avenue And Graves Avenue • LOCATION 6: Brighton Street Between Garvey Avenue And Garvalia Avenue • LOCATION 7: Ivar Avenue Between Ramona Avenue And Garvey Avenue* • LOCATION 8: Muscatel Avenue Between Ramona Avenue And Garvey Avenue • LOCATION 9: Bartlett Avenue Between Ramona Avenue And Garvey Avenue* • LOCATION 10: Ivar Avenue Between Mission Drive And Valley Boulevard • LOCATION 11: Muscatel Avenue Between Mission Drive And Valley Boulevard City Council Special Meeting January 28, 2025 Page 6 of 7 * Street segment was found to be a potentially eligible location for the proposed speed hump installation The report includes an analysis of each location for all the proposed speed hump criteria. In summary, of the 11 locations evaluated, 4 were found to be potentially eligible locations. Those locations that did not meet the criteria did not meet either the minimum speed, minimum ADT, posted speed limit, and/or street classification criteria. Staff will continue to evaluate these street segments for alternative traffic calming measures. STAFF RECOMMENDATION It is recommended that the City Council review the Proposed Neighborhood Traffic Management Program and Speed Hump Policy and provide staff direction. FISCAL IMPACT There is no immediate fiscal impact associated with the adoption of the Neighborhood Traffic Management Program. However, future expenses associated with the installation, engineering, and maintenance of each traffic calming measure will vary. The average cost for a speed hump installation will vary based on roadway conditions and number of speed humps needed. The typical cost for each speed hump is in the range of $25,000 which includes the required materials, signage, striping, and installation cost. A funding source will be identified as each traffic calming measure application is considered. None STRATEGIC PLAN IMPACT None. PUBLIC NOTICE PROCESS This item has been noticed through the regular agenda notification process. City Council Special Meeting January 28, 2025 Page 7 of 7 Prepared by: Datyi e Garcia Public Works Fiscal & Project Manager Submitted by: Guite z rector of Public Works Attachment A: Draft Neighborhood Traffic Management Program Attachment B: Draft Speed Hump Policy Attachment C: Speed Hump Request Application Attachment D: Speed Hump Request Petition Attachment E: Speed Hump Standard Drawing Attachment F: Preliminary Traffic Review (11 Street Segments for Traffic Calming) Attachment G: Neighborhood Traffic Management Program Presentation Attachment A Draft Neighborhood Traffic Management Program City of Rosemead Neighborhood Traffic Management Program Traffic Calming Measures Prepared by: Contents INTRODUCTION.....................................................................................................................................3 LISTOF TOOLS......................................................................................................................................5 LevelOne Tools...............................................................................................................................5 LevelTwo Tools...............................................................................................................................5 LevelThree Tools.............................................................................................................................5 LEVELONE TOOLS...............................................................................................................................6 GeneralCharacteristics: .................................................................................................................... 6 Listof Level One Tools: .................................................................................................................... 6 EducationWorkshop: ........................................................................................................................... 7 Enhanced Sheriff Enforcement: .................................. 7 Radar Speed Monitoring Trailer: ................................." .sw...............................................7 tW, Higher Visibility Crosswalk at Existing Crosswalks:..... .... ..................................8 ,.u.. Pedestrian Crossing Signs ......................................... :.: . ...................................9 Radar Speed Feedback Sign: ..............................................................10 Flashing LED on Existing Stop Sign: ...................... ......... ...............................................11 a Turn Restriction via Signage: ................... ...'+ ... ". ...............................................12 mi Rumble Strips/Dots:................................................................13 Crosswalk Warning System yh 14 Centerline Striping:....... eft ,...... .......................................................... .... 14 Lane Narrowing with Ed�Line Striping: .. . . 15 Speed Limit Signs and Paftent Marking'. , er Citywide Speed Survey).........................................15 LEVEL TWO TOOLS........ f, 16 General Characteristics............'.................................................................................................16 Listof Level Two Tools: .................................................................................................................. 16 Traffic Signal Adjustments to Discourage Cut Through Traffic: .......................................................... 17 RaisedCenter Median: ...................................................................................................................... 18 Residential Street Chokers at Intersections: ....................................................................................... 18 Residential Street Mid -Block Narrowing: ............................................................................................ 19 Textured Pavement (including Decorative Crosswalks): .................................................................... 19 ParkingRestrictions: .......................................................................................................................... 19 LEVEL THREE TOOLS.........................................................................................................................20 General Characteristics: .................................................................................................................. 20 Listof Level Three Tools: ................................................................................................................ 20 RaisedCrosswalk: .................................................................................................................... ........ 21 RaisedIntersection: ........................................................................................................................... 22 Page 1 SpeedHump: ..................................................................................................................................... 23 SpeedTable: ..................................................................................................................................... 24 TrafficCircle: .............................................................................................................. ....................... 25 Restricted Movement Barrier: ............................................................................................................ 26 Entrance Barrier — Half Closure: ............................................... ........................................................ 27 Partial Street Closure — Forced Turn Barrier: ..................................................................................... 28 DiagonalDiverter:..............................................................................................................................29 Full Street Closure (Cul-de-sac): ........................................................................................................ 30 One-Way Street: ................................................................................................................................ 31 Arterial Roadway Narrowing — Curb Extensions: ................................................................................ 32 Arterial Roadway Narrowing — Chokers: ............................................................................................ 33 Roadway Narrowing —Angle Parking: ................................................................................................ 34 Landscaping (Parkway and/or Median): ............................................................................................. 35 TOOLS USED IN OTHER CITIES................................. ,. <................................................36 Arterial Street Roundabout........................................ � , ... :...............................................37 Gateway Treatment: .................................................. 38 TABLE 1 -NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM) TOOLBOXAPPLICATION CRITERIA...................................................... ..., 1, a .. ......................................39 Page 2 INTRODUCTION Cities throughout the United States have struggled with the issue of escalating traffic speeds and volumes on residential streets. As a result, citizens have asked that their neighborhood quality of life be improved through a reduction of vehicle speeds and volume. Many desire the simple pleasure of being able to walk or ride bicycles through their neighborhoods without fear of vehicular traffic, a key factor in neighborhood livability. "Livable" cannot be precisely defined as it relates to a community or neighborhood. However, the residents' expectation that fewer vehicles should be speeding down neighborhood streets is an indication of their desire to reside in a livable neighborhood. Characteristics of such a desirable neighborhood include: • a sense of community • interaction among neighbors • a general feeling of security and safety • the opportunity for residents to enjoy tt "Traffic calming" is a term that has, in recent years, slow vehicles, reduce cut -through traffic volumes q use of a variety of measures, physical or otherwis of the motor vehicle in residential neighborho S. international organization of transportation p ssi "The combination of motor vehicle use, ai street users. " ous with providing the means to ;livable community. Through the is reduce the undesirable effects msportation Engineers (ITE), an traffic calming as: es tWieduces the negative effects of improves conditions for non -motorized This program has been estabNed with conforms to authority and responsibility given to local agencies by the California Vehict od, u= rotect the health and welfare of its citizens. Additionally, it meets one of the goals in the Circut lement of the Rosemead General Plan that states "Vehicular traffic associated with commercial a d industrial uses should not intrude upon adjacent residential neighborhoods." It is the policy of the State of California that all persons have an equal right to use public streets and that no agency may restrict the use of streets to only certain individuals. With certain exceptions provided for in the California Vehicle Code, the specific authority to regulate travel upon streets can only occur in specific instances related to: • implementation of the Circulation Element of the General Plan • criminal activity • regulating or prohibiting processions or assemblages • streets dividing school grounds to protect students attending such schools or school grounds With City Council adoption of this program, the Public Works Department will have the tools to address traffic calming issues throughout the City of Rosemead. Level One Tools shall be implemented as deemed appropriate by the Public Works Department. Levels Two and Three Tools shall be Page 3 investigated as deemed appropriate by the Public Works Department. If Levels Two or Three Tools are recommended by the Public Works Department, then the recommendation moves forward for review and approval by the Traffic Commission and then City Council. Page 4 LIST OF TOOLS Level One Tools • Education Workshop • Enhanced Sheriff Enforcement • Radar Speed Monitoring Trailer • Higher Visibility Crosswalk at Existing Crosswalks • Pedestrian Crossing Signs • Radar Speed Feedback Sign • Flashing LED on Existing Stop Sign • Turn Restrictions via Signage • Rumble Strips/Dots • Crosswalk Warning System • Centerline Striping • Lane Narrowing with Edge Line Striping • Speed Limit Signs and Pavement Markings (per qLwle Speed Survey) Level Two Tools • Traffic Signal Adjustments to Discourage C ough c • Raised Center Median • Residential Street Chokers at Interseclidlilk • Residential Street Mid -block Narrow • Textured Pavement • Parking Restrictions Level Three Tools '� • Raised Cros ® • Raised In ction • Speed Hu • Speed Table • Traffic Circle • Restricted Moveme r • Entrance Barrier — Hal Iosure • Partial Street Closure — Forced Turn Barrier • Diagonal Diverter • Full Street Closure (Cul-de-sac) • One -Way Street • Arterial Roadway Narrowing — Curb Extensions • Arterial Roadway Narrowing — Chokers • Roadway Narrowing —Angle Parking • Landscaping (Parkway and/or Median) Page 5 LEVEL ONE TOOLS Administrative/Departmental Approval General Characteristics: • Least restrictive tool • Easiest to implement • Less potential to shift problem • Less effect on emergency response • Lower cost • Faster to implement • Lower controversy List of Level On • Edua • Enha • Rada • Highe • Pede • Rada • Flash Turn Restricvia Signag Rumble DogEL AEF Crosswalk Warning Centerline Striping Lane Narrowing with Edge Line Striping Speed limit Signs and Pavement Markings (per Citywide Speed Survey) Page 6 Education Workshop: Description: Activities that inform and seek to modify driver behavior. Techniques include printed information, meetings and workshops, 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. zones where spot speed reduction is important. • Can be time consuming. • Educates drivers on traffic issues in area. • May take time to be effective. Cost • Effectiveness may decrease over time. Cost • Low to moderate cost - $200 to $6,000 and is generally measure by person -hours. Description: Periodic monitoring of speeding and other vVMfts by • Good temporary public relations tool. R6 not piirmanent. • Serves to inform public that speeding d or tis an expensive tool. other traffic law violations are undesir behavior for which there are consea s. cost Description: Mobile radar displayIftelfftorists of their speed. 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. • Educates drivers on traffic issues in area. • Some drivers may test their speed. Cost • Low to moderate cost related to purchase price and to staffing requirements. Page 7 Hisaher Visibility Crosswalk at Existing Crosswalks: Definition: Crosswalk treatments which increase driver awareness of pedestrian activities. Higher visibility crosswalks are mainly used at uncontrolled crosswalks. They can also be used at controlled locations where significant volumes of pedestrian activity have been identified. Advantages Disadvantages • Relative low cost. • Can induce a greater false sense of security in • Can be effective at increasing driver the pedestrian. awareness. • Lower visibility crosswalks may be ignored by • Can be incorporated into other roadway drivers. features such as chokers. • More frequent maintenance is required since • Drivers are more apt to stop for vehicle wheels track over the additional pedestrians with more visible striping which lessens the life of the markings crosswalks. Cost • Higher visibility crosswalks cost $5,000 to $10,000 per crosswalk, depending on the design technique, and requires additional maintenance costs. Pedestrian Crossing Signs: Definition: Signs placed at marked crosswalks that advise motorists of the pedestrian right-of- way. Advantages Disadvantages • Relative low cost. • Proliferation of such signs diminish Brings motorists attention to crosswalk and effectiveness. pedestrian activity. • Motorists may stop when no pedestrians are • May result in slower speeds near present. crosswalks. Cost • Low to moderate cost related to purchase and installation price of sign, approximately $500 per sign. k il u Page 9 Radar Speed Feedback Sign: Description: Pole mounted radar display advises motorists of their speed. Advantages Disadvantages • Improves speed limit sign awareness. • If posted speed is not close to the speed • Alerts drivers to excessive speeding. preferred by drivers, additional enforcement • Helps reduce speeds near high activity zones may be necessary including schools. • Proliferation may reduce effectiveness • Is not easily moved. Cost • Moderate cost- $15,000-$20,000. Page 10 Flashing LED on Existing Stop Sian: Definition: A modification where flashing LED lights are added to a standard stop sign, enhancing its visibility by creating a blinking effect, typically used to draw more attention to the sign, especially in conditions with poor visibility like rain, fog, or at night. Advantages Disadvantages Relatively inexpensive. • Nighttime flashing in residential • Studies show increased Stop Sign compliance. neighborhoods may impact adjacent • Edge treatment reduces potential vehicle homeowners. conflict with bicyclists and pedestrians. • Low maintenance. cost Low initial cost and ongoing maintenance. Installation is approximately $1,500. Page 11 Turn Restriction via Signage: Description: Turning prohibitions or restrictions may be accompanied by a sign panel indicating specific targeted days and/or hours of applicability. A combination of these signs may appear at a location, depending on which movement(s) is (are) intended for exclusion. Advantages Disadvantages • Significant exclusion of undesired movements • Prohibition is subject to some deliberate may have a significant positive impact on violation, particularly at low volume local residential area. intersections within the neighborhood where • In case of turn prohibitions, safety may increase sheriff presence is infrequent. on origin streets (often a major or non -local). • Safety may decrease at other locations if drivers are forced to make movements t o compensate for restricted movements. • This will impact residents who live on the street. Resident notification and/or petition should be collected the sign is non -safety related. Cost • Low to moderate cost related to purchase and installatio ce, (s), approximately $500 per sign. Page 12 Rumble Strips/Dots: Description: Rough or patterned section of pavement, created by asphalt strips or raised ceramic pavement markers for the purpose of alerting drivers of a specific control device (e.g. marked unprotected crosswalk) or a particularly unique condition (e.g. sharp curve). Advantages Disadvantages • May reduce speed in localized area. • Creates noise and vibration to neighboring land • Raises motorists' awareness. uses. • Bicyclestmotorcycles may have difficulty crossing rumble strips. Cost Low initial cost. Moderate to high maintenance cost requirements. Approximately $50 per each raised pavement marker. Page 13 Crosswalk Warning System: Description: Flashing lights at uncontrolled pedestrian crossing which flash to alert the on -coming motorist when a pedestrian may be crossing. Advantages Disadvantages • Much higher visibility to motorists than • Pedestrians may develop a false sense of standard crosswalk. security at the crossing. • Visible at night and during haze and fog • Less visible during daytime. conditions. • Pedestrians may not wait for vehicles to stop. • Provides additional visibility for slower and/or • Effectiveness may wear off overtime. young pedestrians. Cost • High cost - $25,000 to $50,000 per application. Definition: Highligl conditions (e.g., centerline striping to create a narrowing/slowing ertain effect). Advantages Disadvantages • Inexpensive. • May not be as effective as other more • May reduce speed. structured techniques. • Low maintenance. • May require some on -street parking removal. Cost • Moderate initial cost and ongoing maintenance. Approximately $2.50 per linear foot of striping to install. Page 14 Lane Narrowing with Edge Line Striping: 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). Advantages Disadvantages • Relatively inexpensive. • May not be as effective as other more • Studies show reduced speed. structured or costly techniques. • Edge treatment reduces potential vehicle • May require some on -street parking removal. conflict with bicyclists and pedestrians. • May result in shifting volumes to adjacent • Little to no impact to resident parking on streets. street. • Without parked cars present, the striped • Low maintenance. shoulder could be misconstrued as a travel lane. • Roadway needs to meet minimum roadway and lane widths to be installed. Cost • Moderate initial cost and ongoing maintenance. Edge Line Striping is approximately $1 per linear foot. Speed Limit Signs and Pavement Markings (per Citywide Speed Survey) Description: Installation of additional speed limit signs and/or pavement markings reinforcing the established speed limit of the street consistent with the current Citywide Speed Survey. Any changes to the Speed Limit shall follow the CVC and requires City Council approval. Advantages Disadvantages • Improves speed limit sign awareness. • Helps reduce speeds near high activity zones and through neighborhoods. • Proliferation of signs and/or markings may reduce effectiveness Cost • Low cost, approximately $500 per sign and $750 per pavement marking. Page 15 LEVEL TWO TOOLS Approved by Traffic Commission and City Council General Characteristics: • Moderately restrictive tool • Greater effect on emergency response • Greater potential to shift problems • Higher cost • May be used after Level One Tools have been reviewed and/or implemented. List of Level Two Tools: • Traffic Signal Adjustments to Discourage • Raised Center Median • Residenti; • Residenti • Textured • Parking R Traffic Signal Adiustinents to Discourage Cut Through Traffic: Description: Adjustment of traffic signals to prohibit or restrict turning or through movements which may be accompanied by a sign indicating specific days and/or hours of applicability. Advantages Disadvantages • Significant exclusion of undesired movements • Prohibition is subject to some deliberate may have a significant positive impact on violation, particularly at low volume local residential area. intersections within the neighborhood where • In case of tum prohibitions, safety may increase sheriff presence is infrequent. on origin streets (often a major or non -local). • Safety may decrease at other locations if drivers are forced to make movements t o compensate for restricted movements. Restrictions may also affect residents living on the street. cost • Low to moderate cost related to purchase and installation price df (approximately $500 per sign) and possible traffic signal modifications (Varies, dependent upon whether a signal equipment/hardware modification is needed which is a high cost or just*gnal timing adjustments are needed which is a moderate cost). Usually, a study ne o be completed detailing any impacts to residents and the traffic sign I o erations. Page 17 Raised Center Median: Definition: An island or barrier in the center of a street that serves to separate traffic. Advantages Disadvantages • Provides a refuge for crossing pedestrians. • Long medians interrupt emergency access and • May improve streetscape if landscaped. operations. • Physically separates lanes of traffic. • May reduce sight lines if over landscaped. Acts as entranceway into neighborhood. a • Increased maintenance. • May produce a limited reduction in vehicle • Forces vehicle traffic closer to homes. speeds. • May require removal of on -street parking. Discourages non-resident traffic. • May interrupt driveway access adjacent to Cost median. landscaping, pavement treatments and storm drainage considerations — approximately $50,000 per corner. • Can impact bicycle use. • Additional utility requirements (water, power). Cost Medians can cost from $50,000 to $75,000 depending on AlWd lan3Wing.treatment. Definition: Physical curb reduction of roadhR i ect A widening of street corners at intersections to discourage cut -through traffigto he deft eighborhoods. AdvaV"gatew Disadvantages • May be aesthetically Unfriendly to bicyclists unless designed to • Good for pedestriaing accommodate them. distance.Landscaping may cause sight line problems if Can be used in muln a not maintained. single segment of roaIncreased maintenance if landscaped. Creates neighborhooDrainage issues need to be resolved. Impacts on -street parking. Cost Moderate to high cost depending on landscaping, pavement treatments and storm drainage considerations — approximately $50,000 per corner. Page 18 Residential Street Mid -Block Narrowing: Description: Street physically narrowed to expand sidewalks and landscaped areas. (Similar to chokers but used at mid -block.) Advantages Disadvantages • When used at a crosswalk, pedestrian • Creates drainage issues where curb and gutter visibility increases and crossing distance is exist. reduced. • Unfriendly to bicyclists unless designed to • May reduce speed by narrowing usable street accommodate them. width. • May require removal of parking. • Minor inconveniences to motorists. • Only partially effective as a visual obstruction. • Minimal inconveniences to local traffic. • Can restrict driveway access. • Opportunity for landscaping and visual • May result in a reduction of on -street parking. enhancement. • Effective when used in a series. Cost • Moderate to high cost depending on length of narrowing — approximately $50,000 per side of street. Definition: A change in pavement texture (e.g., asphalt r6dal( make drivers aware of a change in the driving environrrtettt A�� yg,�R+`d r SdPP £}N�u. that helps to Advantages Disadvantages • May be aesthetically pleasing. May be used to define pedestrian cross" fncre*d maintenance. c used ambient noise. • Can reduce inconvenience to residents and Cost Textured pavements cos'proxi jJ $5 er location. Definition: (One or more of the fol parking hours on streets. 3. Prohib changes in parking shall be per the Metered parking with a maximum time limit. 2. Limited ight parking on streets. 4. Permit parking areas. Any Advantages Disadvantages • Reduces "outsider" parking in residential areas. • Depending on the posted restrictions, may not • Can reduce inconvenience to residents and eliminate all customer parking in residential business owners associated with simple time areas abutting retail districts. limit parking. • Does not allow residents to park on streets over - Increases short term parking availability near night. retail districts. Cost Low to moderate depending on the selected option. Approximately $500 per sign. Page 19 LEVEL THREE TOOLS Requires Traffic Commission and City Council Approval General Characteristics: • Moderately restrictive tool • Strong potential to affect emergency response • Strong potential to shift problems • Generally, the highest cost • May be considered only after Level One and Two tools have been reviewed and/or implemented. List of Level Three Tools: • Raised Crosswalk • Raised Intersection • Speed Hump • y,`o-"5 sy a Speed Table • Traffic Circle r • � Restricted Movement Barrien' • Entrance Barr '`fia sure. s�r • Partial St r losure — Fo Turr *, hrrier • Diagonal Di • Full Street Closu ul d c) • t One -Way Street 7. • Arterial Roadway Narrowing — Curb Extensions • Arterial Roadway Narrowing — Chokers • Roadway Narrowing — Angle Parking • Landscaping (Parkway and/or Median) Page 20 Raised Crosswalk: Definition: A speed hump designed for an uncontrolled pedestrian crossing at an intersection. Advantages Disadvantages • Effective speed control at the intersection. • May create noise, particularly if there are loose • Effective pedestrian amenity. 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 unsightly. • Drainage may not work. Cost • Moderate to high depending on location, approximately $50,000. Page 21 Raised Intersection: 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. • Drainage may not work. Effective speed reduction, better for emergency vehicles than speed humps. Cost Moderate to high cost — approximately $100,000 depending on intersection size. Page 22 Speed Hump: 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 skirt • Self -enforcing. around to avoid impact. • Relatively inexpensive. • May delay emergency vehicles. • May impact drainage. • Drivers may speed up between humps. • Requires signage that may be considered unsightly:. Cost • Speed humps cost approximately $25,000 each. Speed Hump Cost Matrix Street Segment Length Maximum Number of Speed Humps Estimated Total Cost 660' one eight of a mile Two 2) $50,000 1,320'(one quarter of a mile) Three (3) $75,000 Speed Hump Policy is provided as Attachment 1. Page 23 Speed Table: 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. Advantages Disadvantages Reduced vehicle speeds in the vicinity of the May create noise particularly if there are loose table. 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 tables. Requires signage that may be considered unsightly. cost • Speed tables cost approximately $30,000 each. ' 0.3m\\—WhRvMarkin( I1n13ilCmmillin} Page 24 Traffic Circle: Definition: Traffic circles are raised circular medians in an intersection of residential streets. Vehicles must change their travel path to maneuver around the circle. Drivers travel in a counter -clockwise direction around the circle. Traffic circles and 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. Advantages Disadvantages • Slows traffic as motorists drive around circle. • May impede emergency response. • Breaks up sight -lines on straight streets. • May impede left turns by large vehicles. • Opportunity for landscaping in the intersection. • Bicycles must merge with vehicle traffic around circle. • May shift traffic to parallel residential streets. • May require some parking removal. Cost High cost - $150,000 to $250,000 depending on intersection size. Page 25 Restricted Movement Barrier: 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. 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 partial the street. 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. • Mainte Wcreased if landscaped. cost • Moderate to high cost - $25,000 to $50,000. IL ALV"qw W Page 26 Entrance Barrier — Half Closure: Definition: Physical barrier that restricts turns into a street. This barrier creates a one-way segment at the intersection while maintaining two-way traffic for the rest of the block. Advantages Disadvantages • Effectively restricts movements into a street • May divert traffic to other local streets. while maintaining full access and movement • May increase trip length for some within the street for residents. motorists. • Redirects traffic to main streets. • Overly restrictive if cut -through problem • Self -enforcing, unlike signage only. exists only at certain times of day. • Reduces cut -through traffic. • May need to implement on several parallel • Increases opportunity for landscaping in streets to prevent diversion issue. the roadway. • May have little effect on speeds for local traffic. • May negatively affect emergency response. cost • Moderate to high cost - $25,000 to $50,000. Page 27 Partial Street Closure — Forced Turn Barrier: Definition: Small traffic islands installed at intersections to channel turning movements. Advantages Disadvantages • Changes driving patterns. • May increase trip lengths for some divers. • May reduce cut -through traffic. • Can be aesthetically unattractive if not • May be attractive if landscaped. landscaped. • May increase response times for emergency vehicles. • Maintenance increased if landscaped. Cost • Moderate to high cost - $25,000 to $50,000. Page 28 Diagonal Diverter: 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. • May negatively affect emergency response. • Increases pedestrian safety. • May divert through traffic to other local streets. • Can include bicycle path connection. • Altered traffic patterns may increase trip length. • Reduces cut -through traffic. • Corner properties must be protected from • Self -enforcing unlike signage only. violators. • Overly restrictive if cut -through problem exists only at certain times of the day. Cost • Moderate to high cost - $25,000 to $50,000. Page 29 Full Street Closure (Cul-de-sac): Definition: Street closed to motor vehicles using curbs, planters, bollards, barriers, etc. 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. cost • High cost - $50,000 to $75,000 Page 30 One -Way Street: 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.) Typically, one-way streets are provided in pairs. 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. Cost • Moderate - The cost associated with designing certain roadways within a neighborhood as one-way streets would be in the $20,000 range per street plus construction costs. Page 31 Arterial Roadway Narrowing - Curb Extensions: Definition: Street physically narrowed to expand sidewalks and landscaped areas. (Similar to chokers but used at mid -block.) Advantages Disadvantages Minor inconveniences to drivers. • Only partially effective as a visual obstruction. Minimal inconveniences to local traffic. • 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. • Restricts on -street parking. • Slows traffic without seriously affecting • Can restrict driveway access. emergency response time. Effective when used in a series. Cost • High cost — approximately $100,000 per side of street. Page 32 Arterial Roadway Narrowina — Chokers: Definition: Physical curb reduction of road width at intersections. Similar to curb extensions but used at intersections. 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. • Creates neighborhood "gateway". • Drainage issues need to be resolved. Impacts on -street parking. Cost • High cost depending on landscaping, pavement treatments and storm drainage considerations. Approximately $75,000 per corner. t Page 33 Roadway Narrowing — Angle Parking: 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). 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. cost • Moderate initial cost and ongoing maintenance. Approximately $500 per sign and $1 per linear foot for striping. Page 34 Landscaping (Parkway and/or Median): Definition: Self-explanatory Advantages Disadvantages • Can reduce vehicle speeds. • Can be costly to maintain. Alters the nature of the roadway. • Can interfere with angle parked vehicles. • Is pedestrian friendly. • May reduce effectiveness of street lighting. • Increased aesthetics. • Can interfere with sight visibility. cost The cost associated with landscaping varies widely based on the type and extend and can range from $50,000 to $200,000 or more. Page 35 TOOLS USED IN OTHER CITIES Informational The tools listed here are not likely to be used in the City of Rosemead. Each tool has its advantages/disadvantages listed as in the previous sections. However, their application within the City was not considered beneficial because of one or more of the following: The City does not have specific neighborhood entrances. The use of these tools would moderately affect emergency response times. List of Tools Used in Other Cities: • Arterial Street Roundabout Gateway Treatment Page 36 Arterial Street Roundabout: Definition: Roundabouts are raised circular areas (similar to medians) placed at intersections and are larger than traffic circles. Advantages Disadvantages May reduce potential vehicle conflicts. • May be restrictive for larger vehicles if designed Reduces speed at intersection approach. to a low speed. Providing a mountable apron Provides space for landscaping. minimizes this limitation. • Effective at multi -leg intersections. • Requires significant right of way. Provides equal access to intersections for all • May require additional lighting and signage. drivers. • If left turns by large vehicles are to be accommodated, then right-of-way may have to be purchased. • Initial safety issues as drivers adjust. • May increase volumes on adjacent streets. • Maintenance increased if landscaped. • May increase vehicle/pedestrian conflicts. • May not be bicycle friendly. Cost • High cost - $500,000 to $1,000,000. Page 37 Gateway Treatment: 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 environmental • Maintenance increased if landscaped. from arterial road to residential area. • Not friendly to bicycles. • Reduces entry speed. • May impact on -street parking. • Reduces pedestrian crossing distances. • May interrupt emergency access and • On wide streets provides space for landscaping operations. the median. • Helps give neighborhood a sense of identity. • Allows neighborhood creativity and participation in design. May discourage cut -through traffic. Cost • Moderate to high cost - $25,000 to $50,000. 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E k §EpI L Q) \ # \ \ k� CLk Rff\ 8m LU 1- '#\C) ±% 2 � /k\A w « �k\[ /O ƒ o \} / c± \\§\k k IL WCL jfQ. /\ =�*7& - cts \ \ cof\p U)1 w� \� a) Z m@ L)0 3Qay « \o a® b IL � k � f (D C13 x c :3 (3) &2\kay» \ uw� wEms§ »j»f)k# 2 0� 7a®6 -2G K$$ &{2 )±wwwID zko&s Attachment B Draft Speed Hump Policy SPEED HUMP POLICY City of Rosemead Speed Hump Policy Approved by: City of Rosemead City Council Date, Year 8838 Valley Boulevard I Rosemead, CA 91770 1 (626) 569-2150 REVISED JULY 2024 CITY OF ROSEMEAD J Page 1 of 11 SPEED HUMP POLICY GENERAL POLICY STATEMENT The City of Rosemead (City) is committed to policies and actions that can foster and promote traffic calming measures whenever necessary to maximize pedestrian safety, to minimize nonessential vehicular traffic on residential streets, and/or to slow vehicles to an appropriate speed. One possible means to accomplish these three goals is a "roadway vertical deflection device" which is commonly known as a SPEED HUMP. The City of Rosemead Speed Hump Policy applies to currently installed speed humps and future speed hump requests. Speed humps, rumble strips, etc., are all considered "traffic calming' devices. Also included in this speed hump policy is the installation of "rumble strips," which are a series of raised strips, markers, or buttons across a road, changing the noise a vehicle's tires make on the surface, thereby warning drivers of speed restrictions. The installation policy of these rumble strips will coincide with the installation policy of speed humps, as described in this speed hump policy, and ultimately, City staff will make the final determination as to which traffic calming device should be installed. k This speed hump policy is primarily aimed for the installation of speed humps in residential neighborhoods. Normally, speed humps are not installed in industrial and commercially zoned areas. However, this same policy can be also implemented if City staff determines after careful and procedural (i.e., engineering) analysis that speed humps should be installed in an industrial and commercially zoned area due to prevailing safety concerns. As a practical matter, the City reserves the right to install or remove any traffic calming device, without public approval, if engineering; or procedural analysis demonstrates that such action is warranted, and that it is in tbLinterest of public safety. Speed humps and other pavement undulations are not approved traffic -control devices as defined in the California Manual on Uniform Traffic Control Devices (CA MUTCD), which is the official document establishing which roadway devices may be readily installed on public streets. Instead, a speed hump is considered a geometric "design feature" within the roadway that must be designed, installed, and maintained based on prudent engineering judgment and supported by a sufficient study of ite need --to avoid property damage, personal injury, or other possible civil liabilities. Therefore, all pertinent federal and state laws governing roadway safety will be considered in the design and positioning of any speed hump or other traffic calming measures. REVISED JULY 2024 CITY OF ROSEMEAD I Page 2 of 11 SPEED HUMP POLICY II. ADMINISTRATIVE AUTHORITY 1. The Public Works Department (Department) is responsible for maintaining a list of locations where members of the public have requested the installation of speed humps. The list includes the specific street location, the name, address and phone number of the requestor, and the date of the request. 2. The Department is given the authority to conduct engineering studies and to provide technical engineering advice and services to other City departments, commissions, and agencies. Such services, upon the recommendation of the Traffic Commission and approval of the City Council, can include traffic studies and the design, installation and maintenance of City streets, signals, signs, street lighting and other traffic devices. In addition to having the authority to install and operate official traffic control devices, the Department may place and maintain additional traffic control devices deemed necessary to regulate traffic in a safe and orderly manner under State Law, to guide and warn traffic, and to remove hazards to life or property. 3. Pursuant to this policy, the Department will study, assess, qualify, and carry out the installation of speed humps based on the Eligibility Criteria specified herein, including other possible complementary traffic calming devices to mitigate any potential adverse impacts resulting from such installation. 4. This is a Departmental Policy. Therefore, the Department is authorized with City Manager concurrence to modify this policy from time to time in order to stay current with the state of the practice as well as Federal and State regulations. 5. The City reserves the right to go directly to a Speed Hump Study without implementing other traffic calming measures when the 85th percentile speeds along the subject street exceed the posted speed limit by 15 MPH and/or there are two or more reported collisions within a 12 month period along the subject street that are speed related. III. DEFINITIONS The following are definitions or explanations of terminology used in this report. 1. Americans with Disabilities Act (ADA) is federal legislation that mandates the provision of access while restricting impediments for disabled persons and establishes many criteria and standards for such access. These are also contained in State Title 24 for California Building Standards and Codes. 2. Average Daily Traffic (ADT) is the total number of vehicles that travel (both directions combined) along a roadway in a typical 24-hour period, usually counted on a midweek day. REVISED JULY 2024 CITY OF ROSEMEAD I Page 3 of 11 SPEED HUMP POLICY 3. Collector Street is a roadway that moves traffic from local streets to arterial roadways. Speed limits could range from 25 to 35 MPH. Collector streets could carry one to two lanes in each direction. 4. National Pollutant Discharge Elimination System (NPDES) is a program that addresses water pollution by regulating point sources that discharge pollutants to waters of the United States. Created in 1972 by the Clean Water Act, the NPDES permit program is authorized to state governments by the Environmental Protection Agency (EPA). 5. Gutter Running describes the situation where motorists purposely drive close to the gutter, so the right -side wheels (nearest the curb) miss the end of the speed hump. This is often done due to the perception of some motorists that, since fewer wheels cross over the speed hump, they do not need to slow for the speed hump. 6. Local Street is a roadway that serves individual residential and commercial blocks with direct access to abutting properties. Prima Facie Speed Limits are speed limits that are automat` y established by law based on roadway conditions and therefore do not require signs for enforcement. Examples include 25 miles -per -hour limits in school zone when children are present or on local streets in residential neighborhoods, and 15 miles -per -hour limits in alleys or at railroad crossings with limited! visibility. These speeds are defined in the California Vehicle Code as well as the California Manual on Uniform Traffic Control Devices. 8. Speed (85th Percentile) is a speed measurement where 85 percent of the individually recorded vehicle speeds on the street are at or below this measurement, and 15 percent of the recorded speeds are above this measurement. 9. Speed hump is a moderately elevated segment of roadway pavement intended to reduce the speed of vehicles crossing over it. Sloping upward, a speed hump is usually elevated about 3 or 4 inches before it slopes downward to the original street level. The overall crossing length of a speed hump is about 12 feet wide. (Shorter, steeper speed bumps are used in private parking lots but are too extreme an obstacle for use on a public street.) 10. Speed Cushions are either speed humps or speed tables that include wheel cutouts to allow large vehicles to pass unaffected, while reducing passenger car speeds. They can be offset to allow unimpeded passage by emergency vehicles and are typically used on key emergency response routes. IV. ELIGIBILITY CRITERIA �� , �Z- KOS&17) D REVISED JULY 2024 CITY OF ROSEMEAD I Page 4 of 11 SPEED HUMP POLICY To process an application for speed humps, an applicant must complete and submit a "Speed Hump Petition Form" available at the City. Each application will be reviewed following the eligibility criteria on a case-by-case basis and at the discretion of the Traffic Commission. The Department will determine the streets that are eligible for speed humps based on site and roadway conditions, traffic conditions and proper engineering principles including, but not limited to, the following: 1. The street must be functionally classified as a residential, or local, street with a maximum street width of 40' curb to curb. The street cannot be designated as a collector, arterial or higher classification. 2. The street should be primarily residential in nature, but streets in commercially or industrially zoned areas can be eligible for speed humps, consistent with engineering analysis and safety concerns. 3. The street should not be a truck, transit (bus) route, or emergency service route. 4. The street does not have more than one traffic lane in each direction. 5. The street should have a minimum length of at least 500 feet, preferably 750 feet. 6. The street must have a posted or prima facie speed limiVot exceeding 25 miles -per - hour. 7. The street must have a minimum ADT volume of 500 average daily vehicle trips and a maximum ADT volume of 2,500 vehicles per day and with additional assessment of potential impacts on streets with 2,500 to 5,000 average daily vehicle trips. 8. The street must have adequate drainage and ADA access at street entrances and intersections. 9. The street must have roadway pavement, curbs, gutters, adjoining parkways and sidewalks in good condition. " 10. The street cannot have any alignment, grade or sight -distance problems that would be affected or created by speed humps. 11. Speed humps should not be spaced closer than 200 feet when two humps are installed on a single block and should not be spaced closer than 350 feet when three humps are installed on a single block. A speed hump should not be placed within 150 feet of any intersection. A speed hump shall never be installed within any intersection. 12. A speed hump should not be installed if it conflicts or interferes with: • Drainage features including gutters, channels, drains, catch basins and manholes. • Compliance with NPDES regulations for storm water run-off. REVISED JULY 2024 CITY OF ROSEMEAD I Page 5 of 11 SPEED HUMP POLICY • Fire hydrants, water valves, water meters, utility manholes or other utility facilities. • Traffic control devices, including in -pavement signal detector devices. • Driveways, crosswalks, ramps and/or other ADA facilities/regulations. • Bicycle lanes. • Horizontal or vertical curves in the street alignment or street profile. 13. The City will attempt to not place a speed hump within 35 feet of any property edge where the resident of the subject property failed to endorse the petition or had specifically submitted a written objection to the speed hump. If needed, the City will adjust the spacing in between the speed humps accordingly for optimal placement and benefit. 14. The installation and final locations of Speed Humps should be based on the general guidelines in the Rosemead Speed Hump Policywell as Engineering Judgment and field conditions. A V& V. ADDITIONAL STUDIES The Department may also propose and commission a speed study, compliant with the CAMUTCD, to determine the prevailing speed on the subjects " t where a speed hump has been requested. To be eligible or a candidate for the placeme t of speed humps, the 85th percentile speed on the street typically must exceed the sped limit by at least 8 miles -per - hour in a given 24-hour period. VI. PROCEDURES A. SCREENING AND SUBMITTAL PROCESS The Department will determine eligibility based on pertinent traffic studies and data. The procedures for such determination are as follows: 1. The Department maintains a list of locations where property residents (owners) have requested speed humps to be installed. Requests may be made formally by submitting a completed application via e-mail, mail, or hand delivery to the Public Works Department at the City. The City will maintain a master list of all Speed Hump requests. 2. When a resident submits an application for the request of Speed Humps the requestors must acquire a minimum of 67% of the property owners [proof of ownership may be required] within the subject roadway. To aid the resident, City staff may help in defining the roadway limits and number of units that should be included in the Petition process. After the completed Petition is submitted to the City, the Public Works Department will verify that the petition has obtained the minimum 67% of households REVISED JULY 2024 CITY O RROSEMEAD I Page 6 of 11 SPEED HUMP POLICY that are in support of the installation of Speed Humps. Only petition forms supplied by the Department of Public Works may be used for this purpose and only one (1) signature per address will be accepted. 3. At the discretion of the City and based on available funding for speed humps, the Department will review the Master Speed Hump List to prioritize those locations that may qualify to be moved forward for further study. The Department may prioritize requested locations according to the following ranking criteria: • Traffic volume • Traffic speeds • Speed -related vehicular collisions (reported) • Vehicle -pedestrian collisions (reported) • No Bus and truck traffic • Land uses along the street • Proximity of schools and parks • Evidence of support by affected property residents (owners) 'Note: the date a request is submitted will not be a factor in determining the priority of any location. 4. This smaller priority list will subsequentlAe presented to the City of Rosemead Traffic Commission for approval. 5. If the Traffic Commission has approved more than one block length as a candidate street, each block will be studiAl individually, and separate petitions will be required for each block length (to assist in identifying if there are differing sentiments for speed humps on individual blocks). B. ANALYSIS OF APPLICATION Upon receipt of the application and petition(s) that has the required minimum number of property resident (owner) signatures, the Department will conduct a detailed study (or studies) of the location. The type, number and extent of the study will be determined by the Director of the Department and can vary based upon the particular circumstances of each candidate location. As part of the analysis, other traffic calming measures may be considered for the candidate location and be made a part of the recommendations to be implemented prior to installation of speed humps. If the studies identify traffic calming measures other than or in addition to speed humps for the candidate location, then the Department will move forward with implementing those traffic calming measure recommendations and then monitor for effectiveness prior to installation of speed humps. Such studies may include: a. Collision Analysis. Analysis of collisions along the subject street. REVISED JULY 2024 CITY OF ROSEMEAD I Page 7 of 11 SPEED HUMP POLICY b. Emergency, Bus Service & Refuse Collection Analysis. Emergency service providers (police, fire, paramedics) and bus service providers will review potential speed hump locations prior to installation to assess any impacts on response times, need to alter response routes, and availability of alternative response routes. Comparable analysis may be appropriate for such non -emergency service providers as refuse collection or bus service to determine if speed humps will impact these services. c. On-site Observations. Prior to speed hump observations may be made to determine motorists' behavior pattems and any unusual operating conditions (such as potential for gutter running). Observations should be made both during the day and at night. d. Resident and Driver Surveys. Prior to speed hump installation, it may be beneficial to survey residents along the subject street and other affected streets to assess their concerns and perceptions of speed hump effectiveness in slowing and/or diverting traffic. e. Speed Studies. Speed studies may be made on the street prior to speed hump installation to determine the overall impact on vehicle speeds. f. Stop Sign Obedience. If there is poor compliance rate of motorists stopping at stop sign(s) on a street, observations may be made to assess whether speed humps will aid in stop sign compliance. g. Traffic Diversion Studies. Prior to installation, a study may be made of alternative routes that may be taken by motorists to avoid the speed hump(s) and the potential impact on the alternative route streets. If severe impacts are anticipated, the eligibility of the speed hump location(s) may need to be reconsidered. h. Travel Time Studies. If there is a potential that speed humps — particularly in multiples — may contribute to delaying traffic movement and/or increase congestion, it may be beneficial to perform before and after studies of travel times along the affected street(s). i. Traffic Volume Studies. Traffic volume counts may be made on the subject street and on those streets where traffic diversion may be expected. 2. The Department will prepare a determination of the total design, engineering and installation costs and will determine the funding sources to finance the cost of the speed hump(s). Any new installation of speed humps will need to conform to Standard Speed Hump Plans as developed by the Engineering Department. 3. Following completion of the study (studies) of a candidate location, each candidate location will be reviewed by Emergency Services (Fire Department and Sheriffs Department) for concurrence that the location will not impede emergency responses REVISED JULY 2024 CITY OF ROSEMEAD I Page 8 of 11 rnr'p- SPEED HUMP POLICY in the area. If Emergency Services supports the installation of speed hump at the candidate location, then a determination will be made by the Director of the Department that the location meets the applicable criteria, and that the petition exhibits sufficient property (resident) owner signatures. Once this determination is made, then the location will be submitted to the Rosemead Traffic Commission for recommendation to the City Council for final approval prior to installation. If a location fails to meet the criteria, the requestor (contact person) will be notified with an explanation as to why speed hump(s) are not warranted. C. SPEED HUMP INSTALLATION AND MAINTENANCE STANDARD Property Resident Approval. The City will attempt to not place a speed hump within 35 feet of any property edge where the resident of the subject property failed to endorse the petition or had specifically submitted a written objection to the speed hump. If needed, the City will adjust the spacing in between the speed humps accordingly for optimal operations. 2. Spacing. Speed humps should not be spaced closer than 200 feet when two humps are installed on a single block and should not be spaced closer than 350 feet when three humps are installed on a single block. A speed hump should not be placed within 150 feet any intersection. A speed hump shall never be installed within any intersection. 3. Conflicts. A speed hump should n stied if it conflicts or interferes with: a. Drainage features including gutters, cls, drains, catch basins and manholes. b. Compliance with NPDES regulations for storm water run-off. c. Fire hydrants, water valves, water meters, utility manholes or other utility facilities. d. Traffic control devices. including in -pavement signal detector devices. e. Driveways, crosswalks. ramps and/or other ADA facilities/regulations. f. Bicycle lanes. g. Horizontal or vertical curves in the street alignment or street profile. 4. Roadway Edge. A speed hump should not extend across the full width of the roadway (curb -to -curb) to permit unobstructed water flow along the curb and gutter. The end of the speed hump should be separated from the curb a distance sufficient to permit street -sweeping machinery to pass along the curb and gutter without affecting the operation of the street -sweeper and/or without causing swept debris to be left in the roadway. Each end of the speed hump must taper at a sufficiently low angle so that it will not affect the down stroke of a passing bicycle pedal. 5. Installation Angle. A speed hump must be installed exactly at aright angle to the vehicular path of travel. REVISED JULY 2024 CITY OF ROSEMEAD I Page 9 of 11 SPEED HUMP POLICY 6. Pavement Markings. Speed humps will be painted with distinctive painted markings so as to be readily visible to approaching vehicles. 7. Signs. Speed hump signs whose design and locations are in compliance with the CAMUTCD shall be installed to provide appropriate forewarning of the presence and location of speed humps to approaching vehicles. Additional sign plates should be installed to indicate the recommended crossing speed to educate motorists when the speed humps are initially installed. 8. On -Street Parking. Care should be taken to ensure vehicles parked on streets do not diminish the effectiveness of signs and/or pavement markings. The potential for "gutter running" should be considered in locating a speed hump if parking is prohibited along the curb, either permanently or for limited times (e.g. street - sweeping). On the other hand, curbside parking may be restricted or prohibited in the vicinity of a speed hump if parked vehicles are at an increased risk of being damaged by vehicles crossing the speed hump. 9. Street Lighting. Where sight distance is less than desirable and/or to improve nighttime visibility, speed hump locations should be selected with existing or planned street lighting. 10. Pedestrian Crossings. The positioning of a speed hump must fully comply with ADA regulations for pedestrian walkways and crosswalks. If mid -block pedestrian crossings are planned, it may be appropriate to coordinate their design with speed humps since vehicle speeds will generally be slower at speed hump crossings. The speed hump could be installed directly adjacent to the crosswalk, or the crosswalk could be placed upon the speed hump. Appropriate pedestrian crossing signs need to be installed with the speed hump warning signs. 11. Construction Materials. A speed hump should be installed per the attached Speed Hump Standard Drawing and Notes. 12. Construction Procedures. The construction accuracy of the speed hump profile must be maintained to ensure that the desired dimensions are attained within reasonable tolerances to avoid vehicle damage or ineffective speed control. Road surfaces must be excavated, especially at the tapering edges and ends of the speed hump to prevent "spalling" (break up or chipping). Speed humps shall not be installed on streets in need of major repairs, resurfacing improvements or reconstruction; nor shall speed humps be installed 12 months prior to any scheduled roadway repairs, resurfacing or reconstruction, or utility excavations within the roadway. If such work is planned, speed hump installation should be incorporated into the scheduled repairs or reconstruction projects. 13. Maintenance. Care should be taken in the initial installation and inspection of a speed hump to ensure that any edge raveling and profile deformation do not exceed established tolerances. Regularly scheduled inspections and maintenance should be performed to maintain the appropriate design relationship between the roadway REVISED JULY 2024 CITY OF ROSEMEAD I Page 10 of 11 SPEED HUMP POLICY surface and the speed hump to enable the speed hump to continue to perform it intended purpose. Speed hump markings need to be regularly monitored and refreshed to maintain high visibility to motorists. D. SPEED HUMP REMOVAL CRITERIA Following an adequate review and analysis period, a speed hump can be removed if the Director determines that traffic circulation and public safety concerns would justify the removal of the speed hump. Any requested or proposed removal pursuant to this policy shall require the approval of the City Council. The temporary removal of a speed hump to permit the reconstruction of the speed hump or the reconstruction or resurfacing of the street, provided that the speed hump will be restored thereafter, is exempt from requiring City Council approval. Permanent removal of Speed Humps shall follow these steps: 1. Petition — Signed by head of household of 67% of the homes on the street and verified by an independent survey conducted by City staff. 2. Notification of Residents — Following receipt of a petition to remove a speed hump, the City shall notify each residence of the subject street at least two weeks prior to consideration of the item by the Traffic Commission. 3. Staff Review — City staff shall conduct appropriate studies of traffic volume and speed, area conditions, accident history, diversion of traffic to/from adjacent streets and overall effectiveness of the speed hump(s). Conduct an independent survey to verify 67% support for the removal of the speed hump(s). 4. Traffic Commission Review — The Commission will review and consider the staff report, receive citizen input, and make r co mendation as to whether the speed hump(s) shall be removed. 5. City Council — The City Council II consider the Traffic Commission recommendation, receive citizen input, and make determination to whether the speed hump(s) shall be removed. 6. Reinstallation — If speed humps are removed at the request of residents and there is a subsequent request for reinstallation, then it shall be processed per the guidelines. The cost for reinstallation shall be borne by the requesting residents if said request is made within five years after the removal of speed humps. No City fund shall be used for reinstallation within the five-year period. Attached Exhibits: • Exhibit A- Speed Hump Request Form • Exhibit B - Speed Hump Standard Drawing and Notes REVISED JULY 2024 CITY OF ROSEMEAD I Page 11 of 11 SPEED HUMP POLICY Exhibit A DRAFTEDJUNE 2024 CITY OF ROSEMEAD I Page 12 of 19 Speed Hump Request City of Rosemead Engineering Division 8838 Valley Boulevard I Rosemead, CA 91770 `f COSOS41VEEAD .,.., Request for Speed Hump/Cushion Study The following is an application form to request speed humps. Each request must be made by a resident of that street. The request will be processed in accordance to the City of Rosemead's Speed Hump Policy. d k, .a Street Study Information Each request must provide the name of the street or streets on which a study is requested and the boundaries of the street segment. Requested Street: Boundary Area: F Requested Street: Boundary Area: F If more streets are requested, please attach parate sheet. City staff will make an initial determination (whether the street(s) requested is eligible for further consideration based on the Rosemead's Spee'Hump Policy. City staff retains the right to modify this request by either expanding or shortening the boundary area as well as including neighboring streets not initially requested if it is found that traffic will be diverted as a result of placing speed hump/cushions on requested street(s). Contact Information Name: Address: Rosemead, CA, Zip: Phone: I am authorized to sign this request for a speed hump/cushion study as the head of household/on behalf of the HOA. Signature: t� OSE EAD TnAaal Small V. nmrrira SPEED HUMP POLICY ELIGIBLE STREETS: 1. Local — Streets shall not be designated as an arterial or collector on City, County, State, or Federal plans. 2. Residential — Majority of abutting development shall be residential. 3. Minimum Length Uninterrupted by Stop Signs or Traffic Signals — 1,200 feet. 4. Maximum Average Daily Traffic Volume — 2,500 Vehicles per day. 5. Minimum Average Daily Traffic Volume — 500 vehicles per day, 6. Maximum Speed Limit — 25 miles per hour. 7. Minimum Critical Speed — eight miles per hour or more above speed limit. 8. Maximum grade — 8% 9. Minimum diversion of traffic to adjacent stts. 10. Not a priority route for emergencyse s. 11. Not a bus route. INSTALLATION: 1. Request Form and Petition submittal— Petition signed by head of household of 67% of the homes on the street(s). 2. Criteria Review — City staff preliminary review is conducted to determine eligibility for installation 3. Notification to Residents - Following receipt of a petition and determination of eligibility, the City shall notify each residence on the outcome of preliminary review 4. Prioritization of list of potentially eligible speed hump locations 5. Staff Review — City staff shall conduct appropriate studies of traffic volume and speed, area conditions, accident history, potential diversion of traffic to adjacent streets, and other factors deemed necessary. In addition, staff will conduct an independent survey to verify 67% support. Police and Fire Departments shall review with respect to delivery of emergency services. 6. Traffic Commission Review — The Commission shall consider the staff report, receive citizen input, and make recommendation as to whether the street(s) be recommended for the installation of speed humps. 7. City Council — The City Council shall consider the Traffic Commission recommendation, receive citizen input, and make final determination on whether to install speed hump(s) on the subject street(s). OSEAt, MEAD INSTALLATION GUIDELINES: 1. Construction — Per attached Standard Drawing and Notes. REMOVAL: 1. Petition — Signed by head of household of 67% of the homes on the street and verified by an independent survey conducted by City staff. - 2. Notification of Residents - Following receipt of a petition to remove a speed hump, the City shall notify each residence of the subject street at least two weeks prior to consideration of the item by the Traffic Commission. 3. Staff Review — City staff shall conduct appropriate studies of traffic volume and speed, area conditions, accident history, diversioif traffic to/fro adjacent streets and overall effectiveness of the speed hump(s). Conduct an independensurvey to verify 67% support for the removal of the speed hump(s). 4. Traffic Commission Review — The Commission will review and consider the staff report, receive citizen input, and make recommendation as to whether the speed hump(s) shall be removed. 5. City Council T ity Council shall consider the Traffic Commission recommendation, receive citize t, —and make f 1 determination to whether to the speed hump(s) shall be removed. 6. Reinstallation — If speed humps ,} moved at the request of residents and there is a subsequent request for reinstallation, then it shall be processed per the guidelines. The cost for reinstallation shall be borne by the requesting residents if said request is made within five years after the removal of speed humps. No City fund shall be used for reinstallation within the 5 -year period. OSE EAD I...1^. Small I,irrn.\n,rri,.i PETITION REQUESTING INSTALLATION OF SPEED HUMPS We, the undersign residents of between and , do hereby request the City of Rosemead, California, to install speed humps on our streets in an attempt to slow speeding drivers. By signing below, we understand that the speed hump with related signing and street pavement markings may be installed in front of our property and may eliminate our ability to park along our street. We also understand that installing speed humps will produce some ,n%e and increase emergency vehicle response time to our home. Neighborhood Representative: Name (Please Print) Telephone Number: DATE I SIGNATURE f T DADS DAYTIME (Head of Househo ( PHONE DATE SIGNATURE ADDRESS DAYTIME (Head of Household) PHONE SPEED HUMP POLICY Exhibit B DRAFTED JUNE 2024 CITY OF ROSEMEAD I Page 18 of 19 N DETAIL A SPEED HUMP CONSTRUCTION O A H n 6 p^j o rO �i r �i ci ci ci "i ri e 4.00" SPEED HUMP CURB SECTION A -A SPEED HUMP DIMENSIONS AND CF SPEED MAX 112"MIN COLD ARWISTING CENTER OF ' AC 1.5" D 8" MIN ff SPEED HUMP SPEED tr^ CE EAD Irvlq'. lin all lawn An cr4a SPEED HUMP STANDARD DRAWING C wom (; COLD MILL 1.5" DEPTH BY 1.5' MINIMUM (TYP ALL EDGES) BOTTOM OF MILLING CAN TAPER TOWARD CENTER OF HUMP. 12' TYPICAL -CENTER OF TRAVEL LANE E Z �2� SMP K1N�5 W BUMP fSEE NOTE 10 DIRECTION OF TRAVEL DETAIL 'B" TYPICAL SIGNING AND PAVEMENT MARKINGS FOR SPEED HUMPS NOTES: 1.) CLEAN AND PLACE SS-lH BINDER MATERIAL PRIOR TO PLACEMENT OF ASPHALT MATERIAL. • SECTION 302-5.4 2.) INSTALLATION OF SPEED HUMPS SHALL BE COMPLETED IN TWO LIFTS. • IST LIFT.• FURNISH AND PLACE TYPE 11182-PG64.10 ASPHALT MATERIAL. • 2ND LIFT: FURNISH AND PLACE TYPE III C3-PG64-10 ASPHALT MATERIAL. 3.) STRIPE 12' WIDE CHEVRONS ON ASPHALT PAVING PER DETAIL 'B'. 4.) STENCIL -BUMP' LEGEND IN 8' LETTERS. OBTAIN APPROVAL OF STENCIL PRIOR TO INSTALLATION. 5.) ALL STRIPING MUST BE INSTALLED PER THE LATEST CALTRANS STANDARD PLANS A 10 THROUGH A24E, THE LATEST CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES (CA MUTCD) AND CITY OF MORENO VALLEY STANDARD PLANS, SECTION 4. 8.) ALL STENCILS USED FOR INSTALLING PAVEMENT MARKINGS MUST CONFORM TO THE LATEST CALTRANS STENCILINGS STANDARD A24A THROUGH A24E. 7.) ALL STRIPING MUST BE INSTALLED USING THERMOPLASTIC (UNLESS OD IERWISE SPECIFIED) PER THE LATEST CALTRANS STANDARD SPECIFICATIONS. ALL PAVEMENT MARKINGS, (LEGEND9pMUST BE THERMOPLASTIC. 8.) THE PLACEMENT OF SPEED HUMPS SHALL BE DETERMINED BY THE CITY TR , C ENGINEER. 9.) THE PLACEMENT OF PAVEMENT MARKINGS ('BUMP' LEGEND) SHIja BE INSTALL IRECTLY ADJACENT TO THE SPEED BUMP SIGN LOCATIONS CENTERED ON THE VEHICLE'S DIRECTIOMCFTRAVEL OR AS:AWRMINEO BY THE CITY TRAFFIC ENGINEER. - 10.) NEW W13-1(15) 8 W8 -i ('BUMP') ON NEW POST SHALL BE INSTALLED PER CITY STDS MVLT-414A-0 AND MVLT-014B-0. LOCATION OF THE SIGN WILL BE DETERMINED BY THE CITY TRAFFIC ENGINEER. f1_ OSE EAD Tudar'� Small Tnwn Amrrior SPEED HUMP NOTES Attachment C Speed Hump Request Application Speed Hump Request City of Rosemead Engineering Division 8838 Valley Boulevard I Rosemead, CA 91770 t OSE EAD Request for Speed Hump/Cushion Study The following is an application form to request speed humps. Each request must be made by a resident of that street. The request will be processed in accordance to the City of Rosemead's Speed Hump Policy. Street Study Information Each request must provide the name of the street or streets on which a study is requested and the boundaries of the street segment. Requested Street: Boundary Area: F Requested Street: Boundary Area: F If more streets are requested, please attach a separate sheet. City staff will make an initial determination of whether the street(s) requested is eligible for further consideration based on the Rosemead's Speed Hump Policy. City staff retains the right to modify this request by either expanding or shortening the boundary area as well as including neighboring streets not initially requested if it is found that traffic will be diverted as a result of placing speed hump/cushions on requested street(s). Contact Information Name: Address: Rosemead, CA, Zip: Phone: I am authorized to sign this request for a speed hump/cushion study as the head of household/on behalf of the HOA. Signature: Attachment D Speed Hump Request Petition OSEEAD .....,.,.,...,.., PETITION REQUESTING INSTALLATION OF SPEED HUMPS We, the undersign residents of between and , do hereby request the City of Rosemead, California, to install speed humps on our streets in an attempt to slow speeding drivers. By signing below, we understand that the speed hump with related signing and street pavement markings may be installed in front of our property and may eliminate our ability to park along our street. We also understand that installing speed humps will produce some n e and increase emergency vehicle response time to our home. S Neighborhood Representative: Name (Please Print) Telephone Number: DATE SIGNATURE 'ADDRESS DAYTDIE (Head of Househol PHONE nz SIGNATURE ADDRESS DAYTIME (Head «Household) DoE ` � 2 y «.1 - i41111 ƒ> >> > : r � \ . � s�� Attachment E Speed Hump Standard Drawing 19011W.11 !"71331] w LAI STREET WIDTH DETAIL A SPEED HUMP CONSTRUCTION n N b O vi 461 n 0 p^j ti of 6 N 6 4.00" SPEED HUMP SECTION A -A SPEED HUMP DIMENSIONS AND CROSS-SECTIONS 12"MIN AC 1.5' (TYP ALL EDGES) SPEED CENTER OF . SPEED HUMP `ja i i CE EAD Inda� l hmall Gre n Anuvia SPEED HUMP STANDARD DRAWING 0 dwne COLD MILL 1.5" DEPTH BY 1.5' MINIMUM (TYP ALL EDGES) BOTTOM OF MILLING CAN TAPER TOWARD CENTER OF HUMP. —CENTER OF TRAVEL LANE N � o �Z� ! KNG5 2 Lu h i BUMP It SEE NOTE 10 DIRECTION OF TRAVEL DETAIL "B" TYPICAL SIGNING AND PAVEMENT MARKINGS FOR SPEED HUMPS NOTES: 1.) CLEAN AND PLACE SS -1H BINDER MATERIAL PRIOR TO PLACEMENT OF ASPHALT MATERIAL. -SECTION 302-5.4 2.) INSTALLATION OF SPEED HUMPS SHALL BE COMPLETED IN TWO LIFTS. • IST LIFT.' FURNISH AND PLACE TYPE 111 B2-PG64-10 ASPHALT MATERIAL. • 2ND LIFT., FURNISH AND PLACE TYPE 111 C3-PG6440 ASPHALT MATERIAL. 3.) STRIPE 12" WIDE CHEVRONS ON ASPHALT PAVING PER DETAIL 'B'. 4.) STENCIL 'BUMP- LEGEND IN 8' LETTERS. OBTAIN APPROVAL OF STENCIL PRIOR TO INSTALLATION. 5.) ALL STRIPING MUST BE INSTALLED PER THE LATEST CAL TRANS STANDARD PLANS A 10A THROUGH A24E, THE LATEST CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES (CA MUTCD) 6.) ALL STENCILS USED FOR INSTALLING PAVEMENT MARKINGS MUST CONFORM TO THE LATEST CAL TRANS STENCILINGS STANDARD A24A THROUGH A24E. 7.) ALL STRIPING MUST BE INSTALLED USING THERMOPLASTIC (UNLESS OTHERWISE SPECIFIED) PER THE LATEST CAL TRANS STANDARD SPECIFICATIONS. ALL PAVEMENT MARKINGS (LEGENDS) MUST BE THERMOPLASTIC. 8.) THE PLACEMENT OF SPEED HUMPS SHALL BE DETERMINED BY THE CITY TRAFFIC ENGINEER. 9.) THE PLACEMENT OF PAVEMENT MARKINGS ('BUMP -LEGEND) SHALL BE INSTALLED DIRECTLY ADJACENT TO THE SPEED BUMP SIGN LOCATIONS CENTERED ON THE VEHICLE'S DIRECTION OF TRAVEL OR AS DETERMINED BY THE CITY TRAFFIC ENGINEER. 10.) NEW W13-1(15) 8 W8-1 ('BUMP'S ON NEW POST SHALL BE INSTALLED PER CI TDS MVLT-414A-0 AND MVLT-4148-0. LOCATION OF THE SIGN WILL BE DETERMINED BY THE CITY TRAFFIC ENGINE . ] OSE EA Lulnr'� tinull Tuan Amrri� a SPEED HUMP NOTES NOT TO SCALE Attachment F Preliminary Traffic Review (11 Street Segments for Traffic Calming) Preliminary Review of 11 Segments for Traffic Calming or Speed Humps TO: Rosemead Department of Public Works FROM: Traffic Engineering, Transtech Engineers, Inc. DATE: June 11, 2024 SUBJECT: Review of Segments that May Meet the Criteria for Installation of Speed Humps to Reduce Speeding INTRODUCTION The City of Rosemead staff has provided a list of preliminary street segments that they feel might meet the criteria forspeed humps based on the New Draft Speed Hump Policy. The Policy will be brought before Council for a decision. The list of segments was developed by Staff based on concerns from resident requests and feedback received at the February 27, 2024, City Council Meeting. This list is just a small sample of streets that will be used as a test case to see what is happening along these segments. City Council's approval or denial of the Speed Hump Policy and Criteria will ultimately be the deciding factor of moving these items forward in the process of Speed humps or first looking at other Traffic Calming Measures that may be implemented before speed humps. Listening to Council comments and input and as a first step, City staff asked engineering to gather existing average daily traffic (ADT), collision data and speed data (85`h% speed) on these test segments. Data was collected over a three-day period, on a Thursday, Friday and Saturday. The data collected shows the number of vehicles and speed of traffic over the three study periods in the following tables in order to determine if there is a difference in vehicle volume and speeds between the three study days. The days represented a peak commute day (Thursday), a heavier travel day (Friday) and a day on a typical weekend (Saturday). The results of the findings are shown in the document below. The following locations are those that the City chose for preliminary review. All of these segments have long stretches of road with no intermediate traffic control. • LOCATION 1: Pine Street Between Garvey Avenue And Graves Avenue • LOCATION 2: Falling Leaf Avenue Between Garvey Avenue And Graves Avenue • LOCATION 3: Kelburn Avenue Between Garvey Avenue And Graves Avenue • LOCATION 4: Denton Avenue Between Garvey Avenue And Graves Avenue • LOCATION 5: Strathmore Avenue Between Garvey Avenue And Graves Avenue • LOCATION 6: Brighton Street Between Garvey Avenue And Garvalia Avenue • LOCATION 7: Ivar Avenue Between Ramona Avenue And Garvey Avenue • LOCATION 8: Muscatel Avenue Between Ramona Avenue And Garvey Avenue • LOCATION 9: Bartlett Avenue Between Ramona Avenue And Garvey Avenue • LOCATION 10: Ivar Avenue Between Mission Drive And Valley Boulevard • LOCATION 11: Muscatel Avenue Between Mission Drive And Valley Boulevard The following sections of the report include analyses of each location for all the proposed speed hump criteria. In summary, of the 11 locations evaluated, four (highlighted in the following Table) were found to be potentially eligible locations. Those locations that did not meet the criteria did not meet either the minimum speed, minimum ADT, posted speed limit, and/or street classification criteria. Prepared By: Transtech Engineers, Inc. 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Pine Street as a posted speed limit sign for 20 MPH, howeverthe speed limit along this segment should be posted as 25 MPH. North of Newmark Avenue, Pine Street measures approximately 30 -ft in width, and south of Newmark Avenue, Pine Street measures approximately 35 -ft in width. This segment along Pine Street has one lane of travel in each direction, and no marked centerline. Parking is allowed along both sides of Pine Street between Graves Avenue and Newmark Avenue. Parking is also permitted along Pine Street between Newmark Avenue and Garvey Avenue, except during street sweeping times along the east side of the street. Land use along this area of Pine Street consists of single-family residential housing, Jay Imperial Park, and a commercial area near Garvey Avenue. Near Jay Imperial Park, there is an unprotected marked crosswalk that connects both sides of the park. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history along this segment of Pine Street, between Garvey Avenue and Graves Avenue, was conducted over a 3 -year period between January 2021 to the most recent available data, December 2023. OOS a AD Prepared By: Transtech Engineers, Inc. I Page 4 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps Collision Breakdown -Type Veh vs. Veh vs. Veh vs. Veh Ped/Bike Obj/Pkd Friday 3/21/2024 Saturday 4/20/2024 Veh 2 0 2 AVERAGE DAILY TRAFFIC (ADT) Collision Breakdown - Year 2023 2022 2021 1 0 3 As a part of this traffic review, Average Daily Traffic (ADT) counts were recorded on three different days: on Thursday, March 21, on Friday, March 22, and on Saturday, April 20, 2024. This data was taken along Pine Street, between Garvey Avenue and Graves Avenue. A summary of ADT data is shown in Table 1-3: Average Daily Traffic (ADT). Table 1: Average Daily Traffic (ADT) Location Vehicles per Day (vpd) Vehicles per Day (vpd) Vehicles per Day (vpd) Thursday 3/21/2024 Friday 3/21/2024 Saturday 4/20/2024 Pine Street between Garvey NB/SB NB/SB NB/SB Avenue and Graves Avenue 781 728 635 SPEED SURVEY To assess the speed at which vehicles are traveling along this segment of Pine Street, between Garvey Avenue and Graves Avenue, 24-hour speed surveys were taken on Thursday, March 21, on Friday, March 22, and on Saturday, April 20, 2024. The average 85th percentile speed of vehicles traveling along the segment was found to be 33 MPH. This means that 85 percent of the vehicles sampled were traveling at 33 MPH or below, which is 13 MPH above the posted speed limit of 20 MPH. Table 4 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. Table 2: Speed Survey along Pine Street between Garvey Avenue and Graves Avenue (Data taken on 3/21/24 /22/24, and 4/20/24) Dir. of Date/Tlme of Location 85%ile Speed Posted Speed Limit Travel Survey Pine Street between Garvey NB/SB 3/21/2024 33 MPH Avenue and Graves Avenue 24-hour 20 MPH Pine Street between Garvey NB/SB 3/22/2024 33 MPH Avenue and Graves Avenue 24-hour 20 MPH Pine Street between Garvey NB/SB 4/20/2024 33 MPH Avenue and Graves Avenue 24-hour 20 MPH cu S E EAD Prepared By: Transtech Engineers, Inc. I Page 5 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps SPEED HUMP CRITERIA TABLE: Based on the Speed Hump Policy the following guidelines should be met before Speed Hump Installation is considered. Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local Yes street. The street cannot be designated as a collector, arterial or higher classification. • The street is not designated/posted for speeds greater than 25 mph. Yes • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. Yes • The street has a minimum ADT volume of 500 average daily vehicle Yes trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals —1,200' Yes; For Pine Street between Newmark Avenue and Graves Avenue • Street has had Traffic Calming Measures already installed and have No; proven to not be effective Existing pedestrian crossing signage is for midblock crosswalk at Jay Imperial Park Step 2: Resident must collect signatures from 67% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 67% of the property owners/renters on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. / f . -OSENiE'AD Prepared By: Transtech Engineers, Inc. I Page 6 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps LOCATION 2: FALLING LEAF AVENUE BETWEEN GARVEY AVENUE AND GRAVES AVENUE EXISTING CONDITIONS Figure 2: Existing Conditions — Falling Leaf Avenue between Graves Avenue and Garvey Avenue Tzb �t • L - LEGEND 4 � • Stop Sign (111-1) No Vehicles Over 3 Tons sign (R5-2) uaJipg Falling Leaf Avenue: Within the City of Rosemead, Falling Leaf Avenue is a north/south street, considered a local road per the California Road System Funtional Classification by Caltrans. Falling Leaf Avenue has a prima facie speed limit of 25 MPH. The roadway is approximately 26 -feet wide with one lane of travel in each direction and no marked centerline. Parking is only allowed on the West side of the street except during street sweeping hours and areas marked with red curb. Land use along this segment of Falling Leaf Avenue consist of single family residential housing and Jay Imperial Park. This segment has sidewalks on both sides of the street. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history within the segment of Falling Leaf Avenue between Garvey Avenue and Graves Avenue was conducted over a 3 - year period between January 2021 to the most recent available data, December 2023. *11461 OSE w AD Prepared By: Transtech Engineers, Inc. I Page 7 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps Intersection Collision Breakdown Veh vs. Veh vs. Veh vs. Veh Ped Bike 2 0 AVERAGE DAILY TRAFFIC (ADT) Collision Breakdown - Year 2023 2022 2021 1 1 1 0 Average Daily Traffic (ADT) data was obtained from counts taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Falling Leaf Avenue between Garvey Avenue and Graves Avenue. A summary of ADT data is shown in Table 3: Average Daily Traffic (ADT). Table 3: Average Daily Traffic (ADT) Location Vehicles per Day (vpd) Vehicles per Day (vpd) Vehicles per Day (vpd) Thursday 312112024 Friday 312112024 Saturday 412012024 Falling Leaf Avenue between NB/SB NB/SB NB/58 Garvey Avenue and Graves 1110 1129 952 Avenue SPEED SURVEY To assess the speed at which vehicles are traveling along Falling Leaf Avenue, a 24-hour speed survey was taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Falling Leaf Avenue between Garvey Avenue and Graves Avenue. The average 85th percentile speed of vehicles along Falling Leaf Avenue for the 3 days observed was found to be 31 MPH. This means that 85 percent of the vehicles sampled are traveling at 31 MPH or below, which is 6 MPH above the prima facie speed limit of 25 MPH. Table 4 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. e 4: Speed Survey along Falling Leaf Avenue between Garvey Avenue and Graves Avenue (3/21/24, 3/22/24 4/20/24) Dir. of Date/Time of Location 85%ile Speed Prima Facie Limit Travel Survey Falling Leaf Avenue between NB/SB 3/21/2024 31 MPH Garvey Avenue and Graves 24-hour 25 MPH Falling Leaf Avenue between NB/SB 3/22/2024 31 MPH Garvey Avenue and Graves 24-hour 25 MPH Falling Leaf Avenue between NB/SB 4/20/2024 31 MPH Garvey Avenue and Graves 24-hour 25 MPH S S E AD Prepared By: Transtech Engineers, Inc. I Page 8 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps SPEED HUMP CRITERIATABLE A street must meet the following criteria to be considered for a Speed Hump, including: Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local Yes street. The street cannot be designated as a collector, arterial or higher classification. • The street is not designated/posted for speeds greater than 25 mph. Yes • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. No • The street has a minimum ADT volume of 500 average daily vehicle Yes trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals -1,200' Yes • Street has had Traffic Calming Measures already installed and have No proven to not be effective Step 2: Resident must collect signatures from 67% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 67% of the property owners/renters on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. A �WAR P0SE1 EmmAD Prepared By: Transtech Engineers, Inc. I Page 9 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps LOCATION 3: KELBURN AVENUE BETWEEN GARVEY AVENUE AND GRAVES AVENUE EXISTING CONDITIONS Figure 3: Existing Conditions — Kelburn Avenue between Garvey Avenue and Graves Avenue a Pine St E > Imperial 3 c Park z LL a Falling Leaf Ave w � a a u m u 2,900 -ft Kelburn Ave Denton Ave Kelburn Avenue: Within the City of Rosemead, Kelburn Avenue is an north/south roadway, considered a local road per the California Road Systems Map by Caltrans. Kelburn Avenue has a prima facie speed limit of 25 MPH. Kelburn Avenue is approximately 35 -ft in width, with one 17.5 -ft lane in each direction and no marked centerline. Parking is allowed along both sides of the street, except during street sweeping times and along segments marked with red curb. Land use along this area of Kelburn Avenue consists mostly of single-family residential housing, and a commercial area near Garvey Avenue. This segment has sidewalks on both sides of the street. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history along this segment of Kelburn Avenue, between Garvey Avenue and Graves Avenue, was conducted over a 3 year period between January 2021 to the most recent available data, December 2023. Collision Breakdown - Type Veh vs. Veh vs. Veh vs. Veh Ped/Bike Obj/Pkd Veh 0 0 3 FOSS IE AID Collision Breakdown - Year 2023 2022 2021 0 1 2 Prepared By: Transtech Engineers, Inc. I Page 10 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps AVERAGE DAILY TRAFFIC (ADT) As a part of this traffic review, Average Daily Traffic (ADT) counts were recorded on three different days: on Thursday, March 21, on Friday, March 22, and on Saturday, April 20, 2024. This data was taken along Kelburn Avenue, between Garvey Avenue and Graves Avenue. A summary of ADT data is shown in Table 5: Average Daily Traffic (ADT). Table 5: Average Daily Traffic (ADT) ......._.._. Location Vehicles per Day (vpd) Vehicles per Day (vpd) Vehicles per Day (vpd) Kelburn Avenue between Garvey Thursday 3/21/2024 Friday 3/21/2024 Saturday 4/20/2024 Kelburn Avenue between NB/SB NB/SB 24-hour Garvey Avenue and Graves 25 MPH Kelburn Avenue between Garvey NB/SB Avenue 986 98855NB/SB 82266 SPEED SURVEY To assess the speed at which vehicles are traveling along Kelburn Avenue, a 24-hour speed survey was taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Kelburn Avenue between Garvey Avenue and Graves Avenue. The average 85th percentile speed of vehicles along Kelburn Avenue for the 3 days observed was found to be 31 MPH. This means that 85 percent of the vehicles sampled are traveling at 31 MPH or below, which is 6 MPH above the prima facie speed limit of 25 MPH. Table 6 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. Table 6: Speed Survey along Kelburn Avenue between Garvey Avenue and Graves Avenue (3/21/24, 3/22/24, an /20/24) Dir. of Date/Time of Location 85%ile Speed Prima Facie Speed LimitTravel Survey Kelburn Avenue between Garvey NB/SB 3/21/2024 30 MPH Avenue and Graves Avenue 24-hour 25 MPH Kelburn Avenue between Garvey NB/SB 3/22/2024 31 MPH Avenue and Graves Avenue 24-hour 25 MPH Kelburn Avenue between Garvey NB/SB 4/20/2024 33 MPH Avenue and Graves Avenue 24-hour 25 MPH DO C C�f,� D Prepared By: Transtech Engineers, Inc. I Page 11 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps SPEED HUMP CRITERIA TABLE A street must meet the following criteria to be considered for a Speed Hump, including: Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local Yes street. The street cannot be designated as a collector, arterial or higher classification. • The street is not designated/posted for speeds greater than 25 mph. Yes • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. No • The street has a minimum ADT volume of 500 average daily vehicle Yes trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals —1,200' Yes • Street has had Traffic Calming Measures already installed and have No proven to not be effective Step 2: Resident must collect signatures from 67% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 67% of the property owners/renters on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. pnSgD Prepared By: Transtech Engineers, Inc. I Page 12 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps LOCATION 4: DENTON AVENUE BETWEEN GARVEY AVENUE AND GRAVES AVENUE Figure 4: Existing Conditions — Denton Avenue beween Garvey Avenue and Graves Avenue J 36-------------- LEGEND Stop Sign (R1-1) 4 No Trucks Over 3 Tons Sign (RS -2 aHnld6 Variation) Denton Avenue: Within the City of Rosemead, Denton Avenue is an north/south roadway, considered a local road per the California Road Systems Map by Caltrans. Denton Avenue has a prima facie speed limit of 25 MPH. Denton Avenue measures approximately 36 -ft in width, with one lane of travel in each direction measuring approximately 18 -ft, and has no marked centerline. Parking is allowed along both sides of Denton Avenue, except during street sweeping times and along segments marked with red curb. Land use along this area of Denton Avenue consists mostly of single-family residential housing, and a commercial area near Garvey Avenue. This segment has sidewalks on both sides of the street. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history along this segment of Denton Avenue, between Garvey Avenue and Graves Avenue, was conducted over a 3 year period between January 2021 to the most recent available data, December 2023. Collision Breakdown -Type Veh vs.Veh vs. Veh vs. Veh Ped/Bike Obj/Pkd Veh 2 0 0 00AMID . 5E -1.2 D Collision Breakdown - Year 2023 2022 2021 1 1 0 Prepared By: Transtech Engineers, Inc. I Page 13 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps AVERAGE DAILY TRAFFIC (ADT) As a part of this traffic review, Average Daily Traffic (ADT) counts were recorded on three different days: on Thursday, March 21, on Friday, March 22, and on Saturday, April 20, 2024. This data was taken along Denton Avenue, between Garvey Avenue and Graves Avenue. A summary of ADT data is shown in Table 7: Average Daily Traffic (ADT). Table 7: Average Daily Traffic Location Vehicles per Day (vpd) Thursday 312112024 Vehicles per Day (vpd) Vehicles per Day (vpc Friday 312212024 Saturday 412012024 Denton Avenue between NB/SB NB/SB NB/SB Garvey Avenue and Graves 815 757 704 Avenue SPEED SURVEY To assess the speed at which vehicles are traveling alongthis segment of Denton Avenue, between Garvey Avenue and Graves Avenue, 24-hour speed surveys were taken on on Thursday, March 21, on Friday, March 22, and on Saturday, April 20, 2024. The average 85th percentile speed of vehicles traveling along the segment was found to be 34MPH, on all three days. This means that 85 percent of the vehicles sampled were traveling at 34 MPH, or below, which is 9 MPH above the prima facie speed limit of 25 MPH. Table 8 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. Table 8: Speed Survey along Denton Avenue between Garvey Avenue and Graves Avenue (3/21/24,3/22/24, anci /20/24) Dir, of Date/Time of Location 85%ile Speed Prima Facie Speed Limit Travel Survey Denton Avenue between Garvey NB/SB 3/21/2024 34 MPH Avenue and Graves Avenue 24-hour 25 MPH Denton Avenue between Garvey NB/SB 3/22/2024 34 MPH Avenue and Graves Avenue 24-hour 25 MPH Denton Avenue between Garvey NB/SB 4/20/2024 34 MPH Avenue and Graves Avenue 24-hour 25 MPH r^ 0 E AD Prepared By: Transtech Engineers, Inc. I Page 14 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps SPEED HUMP CRITERIA TABLE A street must meet the following criteria to be considered for a Speed Hump, including: Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local Yes street. The street cannot be designated as a collector, arterial or higher classification. • The street is not designated/posted for speeds greater than 25 mph. Yes • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. Yes • The street has a minimum ADTvolume of 500 average daily vehicle Yes trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals -1,200' Yes • Street has had Traffic Calming Measures already installed and have No proven to not be effective Step 2: Resident must collect signatures from 67% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 67% of the property owners/renters on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. S E AD Prepared By: Transtech Engineers, Inc. I Page 15 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps LOCATION 5: STRATHMORE AVENUE BETWEEN GARVEY AVENUE AND GRAVES AVENUE EXISTING CONDITIONS .figure r txisting Lonamons — biratnmore Avenue between Garvey Avenue and Graves Avenue e i, 1-1 r --.. r.. ,,, na7.. eT i 'i 41 Tv 6 . Q% t x LEGEND ® Stop Sign (111-1) Strathmore Avenue: Within the City of Rosemead, Strathmore Avenue is a north/south street, and is considered a local road per the California Road System Funtional Classification by Caltrans. Strathmore Avenue has a prima facie speed limit of 25 MPH. The roadway is approximately 35 -feet wide with one lane of travel in each direction and no marked centerline. Parking is allowed on both sides of the street except during street sweeping hours, parking restricted areas and areas marked with red curb. Land use along this segment of Strathmore Avenue consist of single family residential housing. This segment has sidewalks on both sides of the street. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history within the segment of Strathmore Avenue between Garvey Avenue and Graves Avenue was conducted over a 3 year period between January 2021 to the most recent available data, December 2023. Intersection Collision Breakdown Veh vs. Veh vs. Veh vs. Veh Ped Obi 1 0 1 O E AD M Mn.�mJi l.mmlmmFv Collision Breakdown - Year 2023 2022 2021 1 0 1 Prepared By: Transtech Engineers, Inc. I Page 16 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps AVERAGE DAILY TRAFFIC (ADT) Average Daily Traffic (ADT) data was obtained from counts taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Strathmore Avenue between Garvey Avenue and Graves Avenue. A summary of ADT data is shown in Table 9: Average Daily Traffic (ADT). Table 9: Average Daily Traffic (ADT) Location Vehicles per Day (vpd) Vehicles per Day (vpd) Vehicles per Day (vpd) Thursday 312112024 Friday 3/11/2024 Saturday 412012024 Strathmore Avenue between NB/SB NB/SB NB/SB Garvey Avenue and Graves Survey Avenue 985 993 1195 SPEED SURVEY To assess the speed at which vehicles are traveling along Strathmore Avenue, a 24-hour speed survey was taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Strathmore Avenue between Garvey Avenue and Graves Avenue. The average 85" percentile speed of vehicles along Strathmore Avenue for the 3 days observed was found to be 32 MPH. This means that 85 percent of the vehicles sampled are traveling at 32 MPH or below, which is 7 MPH above the prima facie speed limit of 25 MPH. Table 10 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. Table 10: Speed Survey along Strathmore Avenue between Garvey Avenue and Graves Avenue (3/21/24,3/22/24, and 4/20/24) Dir. of Date/Time of Location 85%ile Speed Prima Facie Limit Travel Survey Strathmore Avenue between Garvey Avenue and Graves NB/SB 3/21/2024 33 MPH 25 MPH Avenue 24-hour Strathmore Avenue between Garvey Avenue and Graves NB/SB 3/22/2024 32 MPH 25 MPH 24-hour Avenue Strathmore Avenue between Garvey Avenue and Graves NB/SB 4/20/2024 32 MPH 25 MPH 24-hour Avenue AIM pn C" ClY1A D Prepared By: Transtech Engineers, Inc. I Page 17 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps SPEED HUMP CRITERIA TABLE A street must meet the following criteria to be considered for a Speed Hump, including: Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local Yes street. The street cannot be designated as a collector, arterial or higher classification. • The street is not designated/posted for speeds greater than 25 mph. Yes • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. No • The street has a minimum ADT volume of 500 average daily vehicle Yes trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals -1,200' Yes • Street has had Traffic Calming Measures already installed and have No proven to not be effective Step 2: Resident must collect signatures from 67% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 67% of the property owners/renters on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. OSE D Prepared By: Transtech Engineers, Inc. l Page 18 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps LOCATION 6: BRIGHTON STREET BETWEEN GARVEY AVENUE AND GARVALIA AVENUE Figure 6: Existing Conditions — Brighton Street between Garvey Avenue and Graves Avenue d, LEGEND • Stop Sign (RI -1) Brighton Street: Within the City of Rosemead, Brighton Street is a north/south street, considered a local road per the California Road System Funtional Classification by Caltrans. Brighton Street has a prima facie speed limit of 25 MPH. The roadway is approximately 40 -feet wide with one lane of travel in each direction and no marked centerline. Parking is allowed on both sides of the street except during street sweeping hours and areas marked with red curb. Land use along this segment of Brighton Street consist of single- family residential housing. This segment does not have sidewalks. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history within the segment of Brighton Street between Garvey Avenue and Garvalia Avenue was conducted over a 3 year period between January 2021 to the most recent available data, December 2023. O�lYr�� D Prepared By: Transtech Engineers, Inc. I Page 19 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps Intersection Collision Breakdown Veh vs. Veh vs. Veh vs. Veh Ped Obj 0 0 0 AVERAGE DAILY TRAFFIC (ADT) Collision Breakdown - Year 2023 2022 2021 0 0 0 Average Daily Traffic (ADT) data was obtained from counts taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Brighton Street between Garvey Avenue and Garvalia Avenue. A summary of ADT data is shown in Table 11: Average Daily Traffic (ADT). Table 11: Average Daily Traffic (ADT) Location Vehicles per Day (vpd) Vehicles per Day (vpd) Vehicles per Day (vpd) Location Thursday 312112024 Friday 312212024 Saturday 412012024 Brighton Street between NB/SB NB/SB NB/SB Garvey Avenue and Garvalia Brighton Street between Garvey NB/SB Avenue 779 803 664 SPEED SURVEY To assess the speed at which vehicles are traveling along Brighton Street, a 24-hour speed survey was taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Brighton Street between Garvey Avenue and Garvalia Avenue. The average 85th percentile speed of vehicles along Brighton Street for the 3 days observed was found to be 32 MPH. This means that 85 percent of the vehicles sampled are traveling at 32 MPH or below, which is 7 MPH above the prima facie speed limit of 25 MPH. Table 12 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. 12: Speed Survey along Brighton Street between Garvey Avenue and Garvalia Avenue (3/21/24, 3/ Dir. of Date/Time of Location 85%ile Speed Prima Facie Limit Travel Survey Brighton Street between Garvey NB/SB 3/21/2024 31 MPH Avenue and Garvalia Avenue 24-hour 25 MPH Brighton Street between Garvey NB/SB 3/22/2024 32 MPH Avenue and Garvalia Avenue 24-hour 25 MPH Brighton Street between Garvey NB/SB 4/20/2024 33 MPH Avenue and Garvalia Avenue 24-hour 25 MPH Q E , .MPA ED Prepared By: Transtech Engineers, Inc. I Page 20 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps SPEED HUMP CRITERIA TABLE A street must meet the following criteria to be considered for a Speed Hump, including: Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local Yes street. The street cannot be designated as a collector, arterial or higher classification. • The street is not designated/posted for speeds greater than 25 mph. Yes • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. No • The street has a minimum ADT volume of 500 average daily vehicle Yes trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals -1,200' Yes • Street has had Traffic Calming Measures already installed and have No proven to not be effective Step 2: Resident must collect signatures from 67% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 67% of the property owners/renters on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. nqDO S Prepared By: Transtech Engineers, Inc. I Page 21 of 36 j� .4MMMm.CCC^� , Preliminary Review of 11 Segments for Traffic Calming or Speed Humps LOCATION 7: IVAR AVENUE BETWEEN RAMONA BOULEVARD AND GARVEY AVENUE Figure 7: Existing Conditions — Ivar Avenue between Garvey Avenue and Ramona Boulevard y e ff 1 i .,� ♦y� ice-- j'Jq-C �d y,.} .^'��'} a; � —tea ■-" '.,r'1 � e- � ( . '�s n {: - - t_=_ ..� ♦tae ! Ctl ,`,� LEGEND Double Arrow sign SPEED Stop Sign (R1-1) i\ (WS -7) &Object ��"�T Speed Limit R2-1 Marker (N-1(CA))25 Ivar Avenue: Within the City of Rosemead, Ivar Avenue is a north/south street, considered a local road per the California Road Systems Map by Caltrans. Ivar Avenue has a posted speed limit of 25 MPH. Ivar Avenue measures approximately 35 -ft in width, and has one lane of travel in each direction with no marked centerline. Parking is allowed along both sides of Ivar Avenue, between Garvey Avenue and Ramona Boulevard, except where curb is marked red and during street sweeping times. Land use along this area of Ivar Avenue consists of single-family residential housing. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history along this segment of Ivar Avenue, between Garvey Avenue and Ramona Boulevard, was conducted over a 3 year period between January 2021 to the most recent available data, December 2023. Intersection Collision Breakdown Veh vs. Vehvs. Veh vs. Veh Ped Obj 2 1 0 L O E ..... AD Collision Breakdown - Year 2023 2022 2021 1 1 1 1 Prepared By: Transtech Engineers, Inc. I Page 22 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps AVERAGE DAILY TRAFFIC (ADT) Average Daily Traffic (ADT) data was obtained from counts taken on Thursday, April 11, 2024, on Friday, April 12, 2024, and on Saturday, April 20, 2024, for Ivar Avenue, between Garvey Avenue and Ramona Boulevard. A summary of ADT data is shown in Table 13: Average Daily Traffic (ADT). Table 13: Average Daily Traffic (ADT) (Data taken on 4/11/24,4/12/24, & 4/20/24) Vehicles per Day (vpd) Vehicles per Day (vpd) Vehicles per Day (vpd) Location Thursday 411112024 Friday 411212024 Saturday 412012024 Ivar Avenue between Garvey NB/SB NB/SB NB/SB Avenue & Ramona Boulevard 890 883 776 SPEED SURVEY To assess the speed at which vehicles are traveling along Ivar Avenue, a 24-hour speed survey was taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Ivar Avenue between Garvey Avenue and Ramona Boulevard. The average 85`^ percentile speed of vehicles along Ivar Avenue for the 3 days observed was found to be 36 MPH. This means that 85 percent of the vehicles sampled are traveling at 36 MPH or below, which is 11 MPH above the posted speed limit of 25 MPH. Table 14 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. Table 14: Speed Survey along Ivar Avenue between Garvey Avenue and Ramona Boulevard (Data taken on 4/11/24,4/12/24, & 4/20/24) Dir. of Date/Time of Location 85%ileSpeed Posted Speed Limit Travel Survey Ivar Avenue between Garvey NB/5B 4/11/2024 37 MPH Avenue & Ramona Boulevard 24-hour 25 MPH Ivar Avenue between Garvey NB/SB 4/12/2024 35 MPH Avenue & Ramona Boulevard 24-hour 25 MPH Ivar Avenue between Garvey NB/SB 4/20/2024 35 MPH Avenue & Ramona Boulevard 24-hour 25 MPH OSE � OSE AD Prepared By: Transtech Engineers, Inc. I Page 23 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps SPEED HUMP CRITERIA TABLE A street must meet the following criteria to be considered for a Speed Hump, including: Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local Yes street. The street cannot be designated as a collector, arterial or higher classification. • The street is not designated/posted for speeds greater than 25 mph. Yes • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. Yes • The street has a minimum ADT volume of 500 average daily vehicle Yes trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals -1,200' Yes • Street has had Traffic Calming Measures already installed and have No proven to not be effective Step 2: Resident must collect signatures from 67% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 67% of the property owners/renters on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. 0 E D Prepared By: Transtech Engineers, Inc. I Page 24 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps LOCATION 8: MUSCATEL AVENUE BETWEEN RAMONA BOULEVARD AND GARVEY AVENUE EXISTING CONDITIONS Figure 8: Existing Conditions — Muscatel Avenue between Garvey Avenue and Ramona Boulevard Muscatel Avenue: Within the City of Rosemead, Muscatel Avenue is a north/south roadway, considered a major collector road per the California Road Systems Map by Caltrans. Muscatel Avenue has a posted speed limit of 25 MPH. This segment along Muscatel Avenue is approximately 35 -ft in width, and has one lane of travel in each direction with no marked centerline. Parking is allowed along both sides of Muscatel Avenue, between Garvey Avenue and Ramona Boulevard, except where curb is marked red and during street sweeping times. Land use along this area of Muscatel Avenue consists of single-family residential housing. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history along this segment of Muscatel Avenue, between Garvey Avenue and Ramona Boulevard, was conducted over a 3 year period between January 2021 to the most recent available data, December 2023. Intersection Collision Breakdown 4 Veh vs. Ped y, • +: � ^ 1 _. ;�*� F�'h Fara � " ,2,_ ._ �-.� •G,'�"lA 0 4�. s ® sa'I•�r a-- Al � �� 1 .1x10. •F LEGEND SPEED Double Arrow sign • Stop Sign (111-1) L�..T Speed Limit R2 —1(Wl-7) &Object Signalized ® 25 Marker (N-1 (CA)) Intersection V� Muscatel Avenue: Within the City of Rosemead, Muscatel Avenue is a north/south roadway, considered a major collector road per the California Road Systems Map by Caltrans. Muscatel Avenue has a posted speed limit of 25 MPH. This segment along Muscatel Avenue is approximately 35 -ft in width, and has one lane of travel in each direction with no marked centerline. Parking is allowed along both sides of Muscatel Avenue, between Garvey Avenue and Ramona Boulevard, except where curb is marked red and during street sweeping times. Land use along this area of Muscatel Avenue consists of single-family residential housing. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history along this segment of Muscatel Avenue, between Garvey Avenue and Ramona Boulevard, was conducted over a 3 year period between January 2021 to the most recent available data, December 2023. Intersection Collision Breakdown Veh vs. Veh Veh vs. Ped Veh vs. Obi 1 1 0 0 OSEIV�E`A .�... Collision Breakdown - Year 2023 2022 2021 1 0 0 Prepared By: Transtech Engineers, Inc. I Page 25 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps AVERAGE DAILY TRAFFIC (ADT) Average Daily Traffic (ADT) data was obtained from counts taken on Thursday, March 21, 2024, on Friday, March 22, 2024, and on Saturday, April 20, 2024, for Muscatel Avenue, between Garvey Avenue and Ramona Boulevard. A summary of ADT data is shown in Table 15: Average Daily Traffic (ADT). Table 15: Average Daily Traffic (ADT) Muscatel Vehicles per Day (vpd) Vehicles per Day (vpd) Vehicles per Day (vpd) Location Thursday 3/21/2024 Friday 3/22/2024 Saturday 4/20/2024 Muscatel Avenue between NB/SB N NB/SB Garvey Avenue & Ramona 85%ile Speed Posted Speed Limit Boulevard 954 9446695599 Survey 3/21/2024 To assess the speed at which vehicles are traveling along Muscatel Avenue, a 24-hour speed survey was taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Muscatel Avenue, between Garvey Avenue and Ramona Boulevard. The average 85`h percentile speed of vehicles along Muscatel Avenue for the 3 days observed was found to be 34 MPH. This means that 85 percent of the vehicles sampled are traveling at 34 MPH or below, which is 9 MPH above the posted speed limit of 25 MPH. Table 16 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. Table 16: Speed Survey along Muscatel Avenue between Garvey Avenue and Ramona Boulevard (Data taken on 3/21/24,3/22/24, & 4/20/24) Date/Time of Dir. of Location 85%ile Speed Posted Speed Limit Travel Survey 3/21/2024 Muscatel Avenue between Garvey Avenue & Ramona NB/SB 34 MPH 25 MPH 24-hour Boulevard Muscatel Avenue between 3/22/2024 Garvey Avenue & Ramona NB/SB 34 MPH 25 MPH 24-hour Boulevard Muscatel Avenue between q/20/2024 Garvey Avenue & Ramona NB/SB 34 MPH 25 MPH 24-hour Boulevard w �I �i� . OSE -1.111 D Prepared By: Transtech Engineers, Inc. I Page 26 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps SPEED HUMP CRITERIA TABLE A street must meet the following criteria to be considered for a Speed Hump, including: Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local No street. The street cannot be designated as a collector, arterial or higher classification. *Muscatel Avenue is classified as a Major Collector Road. • The street is not designated/posted for speeds greater than 25 mph. Yes • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. Yes • The street has a minimum ADT volume of 500 average daily vehicle Yes trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals -1,200' Yes • Street has had Traffic Calming Measures already installed and have No proven to not be effective Step 2: Resident must collect signatures from 67% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 67% of the property owners/renters on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. O E m AD Prepared By: Transtech Engineers, Inc. I Page 27 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps LOCATION 9: BARTLETT AVENUE BETWEEN RAMONA AVENUE AND GARVEY AVENUE EXISTING CONDITIONS Figure 9: Existing Conditions — Bartlett Avenue between Garvey Avenue and Ramona Boulevard a.. X433 v3 w V_ }Neir'P`}A��.+ j -,j I�.a .: ny �� .f�� 3eR •J `� �-.. 9 b—pp J J� Imo` s .e ';t • • tl�vY ., 4 r• y . "e � »�r' e'=t,�':i=� "f.•,i'W"� ?'.t,�r]' _..p". y.., 4y �.�.>� �:,,,-�•i LEGEND u Double Arrow sign SPEED Stop Sign (RI -1) A 010 (WI -7) & Object L�M�T Speed Limit R2-1 j Marker (N-1 (CA)) 25 Bartlett Avenue: Within the City of Rosemead, Bartlett Avenue is a north/south roadway, considered a local road per the California Road Systems Map by Caltrans. Bartlett Avenue has a posted speed limit of 25 MPH. This section of BartlettAvenue is approximately 35 -ft in width, and has one lane of travel in each direction with no marked centerline. Parking is allowed along both sides of Bartlett Avenue, between Garvey Avenue and Ramona Boulevard, except where curb is marked red and during street sweeping times. Land use along this area of Bartlett Avenue consists of single-family residential housing. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history along this segment of Bartlett Avenue, between Garvey Avenue and Ramona Boulevard, was conducted over a 3 year period between January 2021 to the most recent available data, December 2023. Intersection Collision Breakdown Veh vs. Veh Veh vs. Ped Veh vs. Obj 1 0 0 Collision Breakdown - Year 2023 2022 2021 1 0 0 Rf — 0 E ,4D Prepared By: Transtech Engineers, Inc. I Page 28 of 36 Preliminary Review of 11 Segments for Traffic Calming or AVERAGE DAILY TRAFFIC (ADT) Average Daily Traffic (ADT) data was obtained from counts taken on Thursday, March 21, 2024, on Friday, March 22, 2024, and on Saturday, April 20, 2024, for Bartlett Avenue, between Garvey Avenue and Ramona Boulevard. A summary of ADT data is shown in Table 15: Average Daily Traffic (ADT). Table 17: Average Daily Traffic (ADT) (Data taken on 3/21/24, 3/22/24, & 4/20/24) Vehicles per Day (vpd) Vehicles per Day (vpd) Vehicles per Day (vpd) Location Thursday 312112024 Friday 312212024 Saturday 412012024 Bartlett Avenue between NB/SB NB/SB NB/SB Garvey Avenue & Ramona Survey Boulevard 869 975 1,213 SPEED SURVEY To assess the speed at which vehicles are traveling along Bartlett Avenue, between Garvey Avenue and Graves Avenue, 24-hour speed surveys were taken on Thursday, March 21, on Friday, March 22, and on Saturday, April 20, 2024. The average 85' percentile speed of vehicles along Bartlett Avenue for the 3 days observed was found to be 35 MPH. This means that 85 percent of the vehicles sampled are traveling at 35 MPH or below, which is 30 MPH above the posted speed limit of 25 MPH. Table 18 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. Table 18: Speed Survey along Bartlett Avenue between Garvey Avenue and Ramona Boulevard (Data taken on 3/21/24, 3/22/24, & 4/20/24) Dir. of Date/Time of Location 85%ile Speed Posted Speed Limit Travel Survey Bartlett Avenue between Garvey NB/SB 3/21/2024 36 MPH Avenue & Ramona Boulevard 24-hour 25 MPH Bartlett Avenue between Garvey 3/22/2024 Avenue & Ramona Boulevard NB SB 24-hour 35 MPH 25 MPH Bartlett Avenue between Garvey NB/SB 4/20/2024 33 MPH Avenue & Ramona Boulevard 24-hour 25 MPH Prepared By: Transtech Engineers, Inc. I Page 29 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps SPEED HUMP CRITERIA TABLE A street must meet the following criteria to be considered for a Speed Hump, including: Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local Yes street. The street cannot be designated as a collector, arterial or higher classification. • The street is not designated/posted for speeds greater than 25 mph. Yes • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. Yes • The street has a minimum ADT volume of 500 average daily vehicle Yes trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals —1,200' Yes • Street has had Traffic Calming Measures already installed and have No proven to not be effective Step 2: Resident must collect signatures from 67% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 67% of the property owners/renters on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. O E1vTE'AD Prepared By: Transtech Engineers, Inc. 1 Page 30 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps LOCATION 10: [VAR AVENUE BETWEEN MISSION DRIVE AND VALLEY BOULEVARD EXISTING CONDITIONS Figure 10: Existing Conditions — Ivar Avenue between Valley Boulevard and Mission Drive 2 • {Jf - S • .. Sx4^'� J\ .. i 'fit LEGEND /1\ Flashing Ped Crossing •' Stop sign (111-1) I �I with Downward Arow No Vehicles Over 3 /\fl sign (SW24-2 Variation) Tons sign (115-2) OVfR 310N5 SPEED School Speed Limit and 13113 Speed feedback sign Signal -Controlled LIMIT regular Speed Limit 2 C, with flashing beacons. Intersection signs (R2-1) Ivar Avenue: Within the City of Rosemead, Ivar Avenue is a north/south street, considered a local road per the California Road System Funtional Classification by Caltrans. Ivar Avenue has a posted school speed limit of 25 MPH. However, the regular speed limit along this section of Ivar Avenue is also 25 MPH. The roadway is approximately 40 -feet wide with one lane of travel in each direction and has a single yellow dashed centerline. Parking is allowed on both sides of the street except during street sweeping hours, parking restricted areas and areas marked with red curb. Land use along this segment of Ivar Avenue consist of single family residential housing and Muscatel Middle school. This segment has sidewalks on both sides of the street. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history within the segment of Ivar Avenue between Mission Drive and Valley Boulevard was conducted over a 3 year period between January 2021 to the most recent available data, December 2023. O E „_„ A, AD Prepared By: Transtech Engineers, Inc. I Page 31 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps Intersection Collision Breakdown Veh vs. Veh Veh vs. Veh vs. Ped Obj 4 0 1 AVERAGE DAILY TRAFFIC (ADT) Collision Breakdown - Year 2023 2022 2021 1 3 1 Average Daily Traffic (ADT) data was obtained from counts taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Ivar Avenue between Mission Drive and Valley Boulevard. A summary of ADT data is shown in Table 19: Average Daily Traffic (ADT). Table 19: Location Ivar Avenue between Mission Drive & Valley Boulevard SPEED SURVEY Vehicles per Day (vpd) Vehicles per Day (vpd) Vehicles per Day (vpd) Thursday 312112024 Friday 312212024 Sarurday4/20/2024 NB/SB NB/SB 2,682 1 2,812 NB/SB 2,038 To assess the speed at which vehicles are traveling along Ivar Avenue, between Mission Drive and Valley Boulevard, 24-hour speed surveys were taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024. The average 85'h percentile speed of vehicles along Ivar Avenue for the 3 days observed was found to be 33 MPH. This means that 85 percent of the vehicles sampled are traveling at 33 MPH or below, which is 8 MPH above the posted speed limit of 25 MPH. Table 20 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. 20: Speed Survey along Ivar Avenue between Mission Drive and Valley Boulevard (3/21/24, 3/22/24, and Dir. of Date/Time of Location 85%ile Speed Posted Speed Limit Travel I Survey Ivar Avenue between Mission Drive and Valley Boulevard NB/SB 3/21/2024 24-hour 33 MPH 25 MPH Ivar Avenue between Mission NB/SB 3/22/2024 33 MPH Drive and Valley Boulevard 24-hour 25 MPH Ivar Avenue between Mission NB/SB 4/20/2024 34 MPH Drive and Valley Boulevard 24-hour 25 MPH ass ' �S EM. A[ Prepared By: Transtech Engineers, Inc. I Page 32 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps SPEED HUMP CRITERIATABLE A street must meet the following criteria to be considered for a Speed Hump, including: Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local Yes street. The street cannot be designated as a collector, arterial or higher classification. • The street is not designated/posted for speeds greater than 25 mph. Yes • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. Yes • The street has a minimum ADT volume of 500 average daily vehicle No trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals -1,200' Yes • Street has had Traffic Calming Measures already installed and have No proven to not be effective Step 2: Resident must collect signatures from 67% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 67% of the property owners/renters on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. RIP O E4....,.,,,.A. Prepared By: Transtech Engineers, Inc. I Page 33 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps LOCATION 11: MUSCATEL AVENUE BETWEEN MISSION DRIVE AND VALLEY BOULEVARD Figure 11: Existing Conditions— Muscatel Avenue between Valley Boulevard and Mission Drive JIL Muscatel �P r• s •. } w Middle Schoo • t; rK R 4 A ' Jr - i ' {+ V 10 Ln i- LAfti. � �• /1 -Rim:- ��_ 4 r• a LEGEND sPeeo Speed feedback LIMIT 25 MPH Speed �L Lane Control sign Stop sign (RI -1) sign with flashing 25 Limit Sign (R2-1) oo (R3-8) \�� beacons. scxooL School Speed Limit Flashing Ped SPEED p Signal -Controlled LIMIT and regular Speed f .�} Crossing with plp Dip sign (W8-2) B P I !q, Intersection 2rj Limit signs (R2- Downward Arow Q sign (SW24-2 Muscatel Avenue: Within the City of Rosemead, Muscatel Avenue is a north/south street, considered a major collector road, per the California Road System Funtional Classification by Caltrans. Muscatel Avenue has a posted speed limit of 25 MPH. However, per the recent 2022/2023 Citywide Speed Survey that was completed for the City of Rosemead, the speed limit should be posted at 30 MPH. The roadway is approximately 40 -feet wide with one lane of travel in each direction, a marked double yellow centerline, and has an 8 -foot designated parking lane on both sides of the street. Parking is allowed on both sides of the street except during street sweeping hours and areas marked with red curb. Land use along this segment of Muscatel Avenue consist of single family residential housing and Muscatel Middle School. COLLISION DATA Collision data was obtained from the computerized collision records system maintained by the State of California Statewide Integrated Traffic Records System (SWITRS). A review of collision history within the segment of Muscatel Avenue between Mission Drive and Valley Boulevard was conducted over a 3 year period between January 2021 to the most recent available data, December 2023. Prepared By: Transtech Engineers, Inc. I Page 34 of 36 Preliminary Review of 11 Segments for Traffic Calming or Speed Humps Intersection Collision Breakdown Veh vs. Veh vs. Veh Ped Veh vs. Bike 3 0 0 AVERAGE DAILY TRAFFIC (ADT) Collision Breakdown - Year 2023 2022 2021 1 0 2 Average Daily Traffic (ADT) data was obtained from counts taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, for Muscatel Avenue between Mission Drive and Valley Boulevard. A summary of ADT data is shown in Table 21: Average Daily Traffic (ADT). Table 21: Average Daily Traffic (ADT) Vehicles per Day (vpd) Vehicles per Day (vpd) Vehicles per Day (vpd) Location Thursday 312112024 Friday 312212024 Saturday 412012024 Muscatel Avenue between NB/SB NB/SB NB/SB Mission Drive & Valley Boulevard 6,793 7,179 5,471 SPEED SURVEY To assess the speed at which vehicles are traveling along Muscatel Avenue, between Mission Drive and Valley Boulevard, 24-hour speed surveys were taken on Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024. The average 85' percentile speed of vehicles along Muscatel Avenue for the 3 days observed was found to be 38 MPH. This means that 85 percent of the vehicles sampled are traveling at 38 MPH or below, which is 13 MPH above the posted speed limit of 30 MPH. Table 20 below shows the Thursday, March 21, 2024, Friday, March 22, 2024, and Saturday, April 20, 2024, speed survey results. Table 22: Speed Survey along Muscatel Avenue between Mission Drive and Valley Boulevard (3/21/24, Dir. of Date/Time of Location 85%ile Speed Posted Speed Limit Travel Survey Muscatel Avenue between Mission Drive and Valley NB/SB 3/21/2024 39 MPH Boulevard 24-hour 25 MPH Muscatel Avenue between Mission Drive and Valley NB/SB 3/22/2024 39 MPH Boulevard 24-hour 25 MPH Muscatel Avenue between Mission Drive and Valley NB/SB 4/20/2024 37 MPH Boulevard 24-hour 25 MPH RV 5Et AA Prepared By: Transtech Engineers, Inc. I Page 35 of 36 Review of 11 Segments for Traffic Calming or Speed H SPEED HUMP CRITERIA TABLE A street must meet the following criteria to be considered for a Speed Hump, including: Step 1: Criteria to be eligible for speed hump Criteria Met (Yes/No) • The street must be functionally classified as a residential, or local No street. The street cannot be designated as a collector, arterial or higher classification. *Muscatel Avenue is classified as a Major Collector Road • The street is not designated/posted for speeds greater than 25 mph. No *The Speed Limit along this segment of Muscatel Avenue is 30 mph. • The street provides access to fronting residential properties, schools, Yes hospitals, parks and the like. The street should not be a truck, transit (bus) route, or emergency service route. • Minimum Critical Speed of 8mph or more above the speed limit. Yes • The street has a minimum ADT volume of 500 average daily vehicle No trips and a maximum ADT volume of 2,500 average daily vehicle trips. • The street does not have more than one traffic lane in each direction Yes and has a maximum width of 40' or less. • The street has no alignment, min 8% grades or sight -distance Yes problems that would be affected or created by speed humps. • Minimum Length Uninterrupted by Stop or Traffic Signals -1,200' Yes • Street has had Traffic Calming Measures already installed and have No proven to not be effective Step 2: Resident must collect signatures from 75% of the property owners [proof of ownership may be required] within the affected block(s) for official consideration. The Department will verify that the petition shows a minimum of 75% of the property owners on the street support the installation of Speed Humps. Only one (1) signature per address will be accepted. 1O SED Prepared By: Transtech Engineers, Inc. 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