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CC - Item 4G - Resolution No. 2025-11 Adopting a Comprehensive Traffic Calming Policy Establishing the Neighborhood Traffic Management ProgramROSEMEAD CITY COUNCIL STAFF REPORT TO: THE HONORABLE MAYOR AND CITY COUNCIL FROM: BEN KIM, CITY MANAGER DATE: MARCH 11, 2025 SUBJECT: RESOLUTION NO. 2025-11 ADOPTING A COMPREHENSIVE TRAFFIC CALMING POLICY ESTABLISHING THE NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM SUMMARY This item seeks City Council approval of Resolution No. 2025-11, which aims to adopt a comprehensive traffic calming policy and establish The Neighborhood Traffic Management Program. The policy was developed to address a range of traffic management challenges faced by the City of Rosemead. Notably, it outlines a roadmap for effectively addressing speeding concerns and cut -through traffic in residential neighborhoods. BACKGROUND At the meeting held on February 27, 2024, the City Council recommended that staff develop a Speed Hump Policy in response to the frequent requests for the installation of speed humps as a deterrent to speeding along residential streets. Recognizing the lack of a policy in place and the need for a broader range of traffic management tools, the City Manager directed staff to develop a comprehensive traffic calming policy that encompasses various mitigation measures to address neighborhood speeding and cut -through traffic issues. At the Special Meeting held on January 28, 2025, staff presented a draft comprehensive traffic calming policy to the City Council for feedback and direction. The proposed policy, titled The Neighborhood Traffic Management Program, outlines a specific sequence of actions to be followed by staff when addressing traffic -related concerns. The policy is segmented into three levels of traffic calming measures and provides the level of approval needed to install such measures. During the special meeting, the City Council issued several key directives concerning the policy and proposed traffic calming measures. Mayor Clark emphasized the need to investigate alternative speed hump designs and standards used in other jurisdictions, particularly in relation to emergency service routes. In response, staff is including two speed hump design standards: one for general areas and another specifically accommodating emergency services. Councilmember Dang requested that the original petitioner have the speed hump be placed in front of their property. Staff confirmed that this request would be incorporated into the policy, provided that sufficient AGENDA ITEM 4.G City Council Meeting March 11, 2025 Page 2 of 5 spacing can be maintained within the street constraints. Additionally, Councilmember Dang suggested including more pictorial examples, which have been added to the final version of the policy. Councilmember Armenia expressed that residents should not be required to pay an application fee for speed hump petitions, consequently staff is not considering an application fee for any traffic calming request, inclusive of speed humps. The Council also directed staff to provide soft cost estimates for all traffic calming devices in the program and to ensure both property owners and residents are included in petition process. Staff confirmed that notifications to property owners and residents would be included in the process, however only one petition per property will be counted to avoid duplicative petitions within the same property. The Neighborhood Traffic Management Program will serve as a "toolbox" to be used by staff when addressing traffic management requests. The program is segmented into three levels of traffic calming measures and provides the level of approval needed to install such measures. 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: 1 ', A rtT TAiiGBT p PA4 BLElifSt COST (including Soft Coat) Moving vehicle violations; high speeds: Low to moderate: $200 to $6,000 Education Workshop 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 safe: and running stop signs. Pedestrian Crossing Signs Moving vehicle violations: pedestrians' Low to moderate: approximately $500 safety; and ninning 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 High speeds and cut -through traffic. Moderate: $1 per linear foot (and Striping ongoing maintenance Speed Limit Signs and Pavement High speeds. Low cost: $500 per sign and $750 per Markings(per Citywide Speed Survey) avers— mazkin . Table 1: Level One Traffic Management Measures City Council Meeting March 11, 2025 Page 3 of 5 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 Traffic Commission review and the City Council approval. These traffic calming tools include: Table 2: Leve( 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 implemented with Traffic Commission review and City Council approval. As well, these measures should be considered after the implementation and/or review of Level One and Level Two tools. These tools include: A NT Tf COST (including soft cost) Traffic Signal Adjustment to Discourage Cut -through traffic. Low to moderate: $500 per sign, traffic Cut -through Traffic High speeds and pedestrian safety signal modificationsand possible study. Raised Center Median High speeds and cut -through traffic. High cost: $50,000 to $75,000 Speed Hump High speeds. (depending on size and landscaping Speed Table High speeds. treatments Residential Street Chokers at High speeds and cut -through traffic. Moderate to high: landscaping, Intersections vehicle conflicts. pavement treatments, and storm Restricted Movement Barrier Cut -through traffic and vehicle conflicts drainage considerations (450,000 per Entrance Barrier — Half Closure Cut -through traffic and vehicle conflicts comer Residential Street Mid -block Narrowing High speeds and cut -through traffic. Moderate to high: dependent length of Barrier narrowin —$50,000 per side of street Textured Pavement High s eeds and edestrian safe . Hi h cost: $50,000 per location. Parking Restrictions Limited parking availability and Low to moderate: approximately $500 overnight puking concerns. er si n. Table 2: Leve( 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 implemented with Traffic Commission review and City Council approval. As well, these measures should be considered after the implementation and/or review of Level One and Level Two tools. These tools include: A NT TAR rM COST (including soft cost) Raised Crosswalk High speeds and pedestrian safe. 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 High: $150,000 to $250,000 (dependent vehicle conflicts. 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 Tum Cut -through traffic and vehicle conflicts Moderate to high: $25,000 to $50,000 Barrier 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 High: $50,000 to $75,000 conflicts. One -Way Street Cut -through traffic and vehicle Moderate: $20,000 per street (with conflicts. additional construction fees Arterial Roadway Narrowing— Curb High speeds; cut -through traffic; and High: $100,000 per side of street Extensions vehicle conflicts Arterial Roadway Narrowing — Chokers High speeds; cut -through traffic; and High: $75,000 per comer (with vehicle conflicts. additional landscaping, pavement treatments, and storm drainage considerations City Council Meeting March 11, 2025 Page 4 of 5 Roadway Narrowing — Angle Parking Pedestrian safety and bicyclist safety. Moderate: $500 per sign and $1 per Minimum Length Maximum 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 (dependent on landscaping and extent Table 3: Level Three Traffic Management Measures Due to the relatively high number of requests for Speed humps, they are considered a special Level 3 measure. To request a speed hump, a resident will fill out the prepared Speed Hump Request form and submit it along with the Speed Hump Petition Form, which must have signatures from 67% of households along the street. This involves sending a survey to both resident and owner of the property. However, only one signature from each property will count towards the survey to ensure that only one signature per property is counted. 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: PROPS R'E CRrcERu Street Land Use Minimum Length Maximum Minium Maximum Minimum Maximu Other Type $50,000 Uninterrupted by Average Average Speed Limit Critical m Grade Criteria Stop Signs or Traffic Daily Traffic Daily Speed Signals Volume Trak Volume Local Residential 1,200 ft 2,500 500 25 MPH 8 8% Not a vehicles/day vehicles/day MPH/25 priority route + MPH and/or a bus route Table 4: 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. This includes making all efforts to install the speed hump at, or as near as possible to, the original requestor's address. 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 andhave 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. a &IFmd Hemp C4 Matrix Street Segment Length Maximum Number of Speed Humps Estimated Total Cost (including soft cost 660 ft (an eight of a mile) 2 $50,000 1,320 ft (a quarter of a mile) 3 $75,000 Table 5: Speed Hump Cost Matrix 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. City Council Meeting March 11, 2025 Page 5 of 5 STAFF RECOMMENDATION It is recommended that the City Council adopt Resolution 2025-11 to establish the Proposed Neighborhood Traffic Management Program. This resolution will authorize staff to implement the program effectively once it is adopted. 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. A funding source will be identified as each traffic calming measure application is considered. ENVIRONMENTAL REVIEW None STRATEGIC PLAN IMPACT None. PUBLIC NOTICE PROCESS This item has been noticed through the regular agenda notification process. Prepared by: Zelle arcia ublic Works Fiscal & Project Manager by: of Public Works Attachment A: Draft Neighborhood Traffic Management Program Attachment B: Resolution No. 2025-11 Attachment A Draft Neighborhood Traffic Management Program Traffic Calming Measures Today's Small Town America 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 General Characteristics: .................................................................................................................... 6 Listof Level One Tools: .................................................................................................................... 6 EducationWorkshop: ........................................................................................................................... 7 EnhancedSheriff Enforcement: ........................................................................................................... 7 Radar Speed Monitoring Trailer: .......................................................................................................... 7 Higher Visibility Crosswalk at Existing Crosswalks: .............................................................................. 8 PedestrianCrossing Signs: .................................................................................................................. 9 RadarSpeed Feedback Sign: ............................................................................................................ 10 Flashing LED on Existing Stop Sign: .................................................................................................... 11 Turn Restriction via Signage: ............................................................................................................. 12 RumbleStrips/Dots: ........................................................................................................................... 13 CrosswalkWarning System: .............................................................................................................. 14 CenterlineStriping: ............................................................................................................................ 15 Lane Narrowing with Edge Line Striping: ........................................................................................... 16 Speed Limit Signs and Pavement Markings (per Citywide Speed Survey).........................................17 LEVELTWO TOOLS.............................................................................................................................18 General Characteristics: .................................................................................................................. 18 Listof Level Two Tools: .................................................................................................................. 18 Traffic Signal Adjustments to Discourage Cut Through Traffic: .......................................................... 19 RaisedCenter Median: ...................................................................................................................... 20 Residential Street Chokers at Intersections: ....................................................................................... 21 Residential Street Mid -Block Narrowing: ............................................................................................ 22 Textured Pavement (including Decorative Crosswalks): .............. ..................................................... 23 ParkingRestrictions: .......................................................................................................................... 24 LEVELTHREE TOOLS.........................................................................................................................25 GeneralCharacteristics: .................................................................................................................. 25 Listof Level Three Tools: ................................................................................................................ 25 RaisedCrosswalk: ............................................................................................................................. 26 RaisedIntersection: ........................................................................................................................... 27 Page 1 SpeedHump: ..................................................................................................................................... 28 SpeedTable: ..................................................................................................................................... 30 TrafficCircle: ...................................................................................................................................... 31 RestrictedMovement Barrier: ............................................................................................................ 32 Entrance Barrier — Half Closure: ........................................................................................................ 33 Partial Street Closure — Forced Turn Barrier: ..................................................................................... 34 DiagonalDiverter:..............................................................................................................................35 Full Street Closure (Cul-de-sac): ........................................................................................................ 36 One -Way Street: ................................................................................................................................ 37 Arterial Roadway Narrowing — Curb Extensions: ................................................................................ 38 Arterial Roadway Narrowing — Chokers: ............................................................................................ 39 Roadway Narrowing — Angle Parking: ................................................................................................ 40 Landscaping (Parkway and/or Median): ............................................................................................. 41 TOOLSUSED IN OTHER CITIES.........................................................................................................42 Arterial Street Roundabout: ................................................................................................................ 43 GatewayTreatment: .......................................................................................................................... 44 TABLE 1 - NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM TOOLBOX APPLICATION CRITERIA.............................................................................................................................................45 Attachment A - SPEED HUMP POLICY................................................................................... 56 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 their homes and property "Traffic calming" is a term that has, in recent years, become synonymous with providing the means to slow vehicles, reduce cut -through traffic volumes and help achieve a livable community. Through the use of a variety of measures, physical or otherwise, traffic calming helps reduce the undesirable effects of the motor vehicle in residential neighborhoods. The Institute of Transportation Engineers (ITE), an international organization of transportation professionals, has defined traffic calming as: "The combination of mainly physical measures that reduces the negative effects of motor vehicle use, alters driver behavior and improves conditions for non -motorized street users. " This program has been established with and conforms to authority and responsibility given to local agencies by the California Vehicle Code to protect the health and welfare of its citizens. Additionally, it meets one of the goals in the Circulation Element of the Rosemead General Plan that states "Vehicular traffic associated with commercial and 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 Citywide Speed Survey) Level Two Tools • Traffic Signal Adjustments to Discourage Cut -through Traffic • Raised Center Median • Residential Street Chokers at Intersections • Residential Street Mid -block Narrowing • Textured Pavement • Parking Restrictions Level Three Tools • Raised Crosswalk • Raised Intersection • Speed Hump • Speed Table • Traffic Circle • Restricted Movement Barrier • Entrance Barrier — Half Closure • 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 One Tools: • Education Workshop • Enhanced Sheriff Enforcement • Radar Speed Monitoring Trailer • Higher Visibility Crosswalk at&*ting"CrossNalks • Pedestrian Crossing Signs ' • Radar SpaeO:Ft#edback Signs • Flashing LED on Dds#ng Stop Sift • T4M Restrictions via Signage • kuru le Strips/Dots • Cross4-Warning System • CenterlineStriping • Lane Narrowing vW*t 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. behavior for which there are cons uences. • Can be time consuming. Cost • May take time to be effective. Cost • Effectiveness a decresse overtime. Cost • Low to moderate cost - $200 to $6,000 and is generally measured by person -hours. Enhanced Sheriff Enforcemeft Description: Periodic monitoring of speeding and othiN ttkll rtlons by --Sheriff. Advantages Disadvantages • Good temporary public relations tool • Effect is not permanent. • Serves to inform public that speedir and. ■ Eedbrcemerdisanexpensive tool. other traffic law violations are undeste • Unit moves frequently which requires behavior for which there are cons uences. personnel. Cost High cost primarily,4uo to the staffing . rements. Radar ,eed M90oring Trailer: Description: Mobilerpdar display advises motorists of their speed. A:es Disadvantages • Good educational toot • Requires periodic enforcement. Very good public relations tooC • 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 Higher 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 Irfe 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. Page 8 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. or* I L •> 17 • TO • WITHIN II CROSSWALK Page 9 Radar Saeed Feedback Sinn: 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 Sign: 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. • Studies show increased Stop Sign compliance. • Low maintenance. • Nighttime flashing in residential neighborhoods may impact adjacent homeowners. 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 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. • This will impact residents who live on the street. Resident notification and/or petition should be collected the sin is non -safety related. Cost • Low to moderate cost related to purchase and installation price of sign(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. • Bicycles/motorcycles 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. Page 14 Centerline Striping: Definition: Highlighting various areas of the road to increase the driver's awareness of certain conditions (e.g., centerline striping to create a narrowing/slowing 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 15 Lane Narrowinta with Edue Line Stripina: 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. Page 16 Speed Limit Sisans and Pavement Markincis (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 17 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 reviewedwWor implemented. List of Level Two Tools: • Traffic Signal Adjustments to Discourage Cut-throt*h Traffic • Raised Center Median • Residential Street Chokers at IntersecWs • Residential Street Mid -block Narrowirg • Textured Pavement • Parking Restrictions Traffic Signal Adiustments 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 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 fogestricted movements. • Restrictions may also affect residents living on the street. Cost • Low to moderate cost related to purchase and installation price of sign (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 signal timing adjustments are needed which is a moderate cost). Usually, a study needs to be completed detailing any impacts to residents and the traffic signal operations. Page 19 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. • 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 median. • Can impact bicycle use. • Additional utility requirements (water, power). cost • Medians can cost from $50,000 to $75,000 depending on size and landscaping treatment. Page 20 Residential Street Chokers at Intersections: Definition: Physical curb reduction of road width at intersections. A widening of street corners at intersections to discourage cut -through traffic and to help define neighborhoods. 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 • Moderate to high cost depending on landscaping, pavement treatments and storm drainage considerations — approximately $50,000 per corner. Page 21 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. Page 22 Textured Pavement (including Decorative Crosswalks): Definition: A change in pavement texture (e.g., asphalt road to brick crossing) that helps to make drivers aware of a change in the driving environment. Advantages Disadvantages • May be aesthetically pleasing. May be used to define pedestrian crossing. Increased maintenance. • Increased ambient noise. cost Textured pavements cost approximately $50,000 per location. Page 23 Parking Restrictions: Definition: (One or more of the following): 1. Metered parking with a maximum time limit. 2. Limited parking hours on streets. 3. Prohibited over -night parking on streets. 4. Permit parking areas. Any changes in parking shall be per the CVC. 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 24 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 took have been reviewed and/or implemented. List of Level Three Tools: • Raised Crosswalk • Raised Intersection • Speed Hump • Speed Table • Traffic Circle • Restricted Movement Barrier • Entrance Barrier-- Half closure • Partieltreet Closure- Forced TOarrier • Diagonal Diverter • Fu#Sbeet Closure (Cul-de-sac) • One -O* treet • Arterial Rdadvaoy NarreWing — Curb Extensions • Arterial Roadway Wowing — Chokers • Roadway Narrowing—Angle Parking • Landscaping (Parkway and/or Median) Page 25 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. 1200mm Page 26 Raised Intersection: Definition: A raised plateau where roads intersect. The plateau is generally 3" above the surrounding street. • 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 — 0 Page 27 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. Speed Cushions are a type of speed hump 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. Speed cushions extend across one direction of travel from the centerline, with a longitudinal gap provided to allow wide wheelbase vehicles to avoid going over the hump. 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 Se ment Leo Maximum Number of Speed Hums Estimated Total Cost 660' one eight o Two 2 $50,000 1,320' one qua mile Three 3 $75,000 Speed Hump Page 28 Speed Cushion Speed Hump Policy is provided as Attachment 1. Page 29 Saeed 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 impactdMinage, Drivers may sp tip between tables. Requites signup' t may be considered unsigFNly. Cost • Speed tables cost approximately $30,000 each. Page 30 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 31 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. • Maintenance increased if landscaped. cost • Moderate to high cost - $25,000 to $50,000. Page 32 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 33 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 34. 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. violatoni:` • Overly restrictive # cut -through problem exisfs only at certain s of the day. Cost • Moderate to high cost - $25,000 to $50,000. Page 35 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 36 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 37 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 38 Arterial Roadway Narrowing — 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 comer. Mlif•�N � /W POO^ liH� u� IIID ��M Pagc� 39 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. Approxim0 and $1 per linear foot for Ir striping. Page 40 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 4' 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 urgency response times. List of Tools Used in Other Cities: • Arterial Street Roundabout • Gateway Treatment Page 42 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 43 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. • Positive indication of a change in environmental from arterial road to residential area. • Reduces entry speed. • Reduces pedestrian crossing distances. On wide streets provides space for landscaping the median. Helps give neighborhood a sense of identity. Allows neighborhood creativity and participation in design. May discourage cut -through traffic. • Maintenance increased if landscaped. • Not friendly to bicycles. • May impact on -street parking. • May interrupt emergency access and operations. �Him�nw+mnmw-...� -• .p...�eYnmr Page 44 TABLE 1 - NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM TOOLBOX APPLICATION CRITERIA See following pages Page 45 TOM W J ca � � w w � � Q 2 0 � « V D IL a « x 0 m � O O w � � 0 O ■ CL w 2 w s w 0 2 « � v LL � R 0 0 O I � 0 m I 0 Mu 2 ca \ \ \ � �I )_� k=� k� % k ) ) - 20 o� -- -_ 2 ca ( ) f i f s � � ul 2« Z §� . ■ ¢ ?� § § § § w� k -d. ■ � . �� . z mom° ��\�^� ¥ \ƒf /\ /\ /\ § q©z § . 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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. 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 the interest 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 its 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 FEBRUARY 2025 CITY OF ROSEMEAD I Page 2 of 21 SPEED HUMP POLICY II. ADMINISTRATIVE AUTHORITY 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, rry 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. 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 FEBRUARY 2025 CITY OF ROSEMEAD I Page 3 of 21 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. 7. Prima Facie Speed Limits are speed limits that are automatically established by law based on roadway conditions and therefore do not require signs for enforcement. Examples include 25 miles -per -hour limits in school zones 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. REVISED FEBRUARY 2025 CITY OF ROSEMEAD I Page 4 of 21 SPEED HUMP POLICY IV. ELIGIBILITY CRITERIA 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: 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 limit not 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. The speed hump should be located adjacent to the resident's property requesting the speed hump, meeting spacing requirements. REVISED FEBRUARY 2025 CITY OF ROSEMEAD I Page 5 of 21 SPEED HUMP POLICY 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. • 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 Policy as well as Engineering Judgment and field conditions. V. ADDITIONAL STUDIES The Department may also propose and commission a speed study, compliant with the CAMUTCD, to determine the prevailing speed on the subject street where a speed hump has been requested. To be eligible or a candidate for the placement of speed humps, the 85th percentile speed on the street typically must exceed the speed 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 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/residents [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 REVISED FEBRUARY 2025 CITY OF ROSEMEAD I Page 6 of 21 SPEED HUMP POLICY 9 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 property owners/residents 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. 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 (reporte • 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 subsequently be 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 studied 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 owner/resident 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 FEBRUARY 2025 CITY OF ROSEMEAD I Page 7 of 2l 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 patterns 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 maybe 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. 4 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). 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 REVISED FEBRUARY 2025 CITYOF ROSEMEAD I PageB&21 SPEED HUMP POLICY Department) for concurrence that the location will not impede emergency responses 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 Owner Approval. The City will attemF feet of any property edge where the owner of i the petition or had specifically submitted a writ] speed hump should be located adjacent to tF speed hump where feasible, meeting spacing never be installed within any intersection. If nee between the speed humps accordingly for optin I,speed hump within 35 perty failed to endorse the speed hump. The 9M' rty requesting the " eed ,bump shall Will adg soacina in 2. Spacing. Speed humps should not be ed than 2et when two humps are installed on a single block and s d not d close than 350 feet when three humps are installed on a single ` k. A sed "should not be placed within 150 feet any intersection A e _4 urn shall be installed within any intersection._. �w 3. Conflicts. A s um sh k of be inst conflicts or interferes with: P.q .h P a. Drab featured % ludinP64ers, channels, drains, catch basins and b. ;,pliance with NPDESgulatiors�for storm water run-off. C . ants, water vale "water meters, utility manholes or other utility facilities. d. Trafi ntrol devices Trading in -pavement signal detector devices. e. DnveVi "';kcrosswalks ramps and/or other ADA facilities/regulations. f. Bicycle T ties. Why g. Horizontal orxY__rticat curves in the street alignment or street profile. Roadway Edge. A spiyed 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 a right angle to the vehicular path of travel. REVISED FEBRUARY 2025 CITY OF ROSEMEAD I Page 9 of 21 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 forewaming 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 REVISED FEBRUARY 2025 CITY OF ROSEMEAD I Page lO&21 SPEED HUMP POLICY performed to maintain the appropriate design relationship between the roadway 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 property owner/resident 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 speedo,bump(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 recommendation as to whether the speed hump(s) shall be removed. - 5. City Council — The City Council shall consider the Traffic Commission recommendation, receive citizen input, and make final 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: A — Speed Hump Request Form B — Speed Hump Standard Drawing and Notes REVISED FEBRUARY 2025 CITY OF ROSEMEAD I Page 11 of 21 SPEED HUMP POLICY Exhibit A Speed Hump Request Form REVISED FEBRUARY 2025 CITY OF ROSEMEAD I Page 12 of 21 0 OSE EAD LnLo *, YmA[ town nmrrir a Speed Hump Request Engineering Division 8838 Valley Boulevard I Rosemead, CA 91770 Request for Speed Hump/Cushion Study The following is an application form to request speed humps. request u_st be made by a property owner of that street. The request will be processed in accord ith th Rosemead's Speed Hump Policy. S Street Study Information Each request must provide the name of the street or streets on boundaries of the street segment. An Requested Street: Boundary Area: From: Requested Street: Boundary Area: From: If more streets City staff will make an initial determination of whethFthe 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 a property owner/resident/on behalf of the HOA. Signature: CITYOFROSEMEADI Pagel3of2l RJ�OSSE EJ ID ,.. Speed Hump Policy ELIGIBLE STREETS: 1. Local — Streets shall not be designated as an arterial or. le ty, County, State, or Federal plans. 2. Residential — Majority of abutting development shal , "reslderitial:.-'"t ` 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. Maximumrg ade — 8% 9. Minimum diversion of traffic toadj - t s s. 10. Not a priority route for emergen ices. 11. Not a bus route. INSTALLATION: 1. Request Form and Petition smittal Petition signed by property owners/residents 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) CITY OF ROSEMEAD I Page 14 of 21 P OSE EAD lodar'. Small h. Amerirn INSTALLATION GUIDELINES: 1. Construction — Per attached Standard Drawings and Notes. REMOVAL:` 1. Petition — Signed by property owners/residents o'°67% of the homes on the street and verified by an independent survey conducted by ty 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 adja streets and overall effectiveness of the speed hump(s). Conduct an independent sury o verify 67% support for the removal of the speed hump(s). 4. Traffic Commission Review — The CommissionJill 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 The City Council shall consider the Traffic Commission recommendation, receive citizen'input, and make finaletermination to whether to the speed hump(s) shall be removed. 6. Reinstallation — If speed humps are re*hent at the request of residents and there is a subquent request for reinstallation, tshall 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. CITY OF ROSEMEAD I Page 15 of 21 tr OSEIV�EAD 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 noise and increase emergency vehicle response time to our home. Neighborhood Representative: CITY OF ROSEMEAD I Page 16 of 21 DATE SIGNATURE ADDRESS DAYTIME (Property Owner) PHONE ISO CITY OF ROSEMEAD I Page 17 of 21 SPEED HUMP POLICY Exhibit B Speed Hump Standard Drawings and Notes REVISED FEBRUARY 2025 CITY OF ROSEMEAD I Page 18 of 21 n U STREET WIDTH DETAIL A B B SPEED HUMP CONSTRUCTION N C4 O o 6 6 n 6 �i �i 47 "i 6hi c> 4.00° SPEED HUMP CURB SECTION A -A SPEED HUMP DIMENSIONS ANO CROSS-SC-I:TIONS ip COLD MILL 1.5" DEPTH BY 1.5' MINIMUM (TYP ALL EDGES) BOTTOM OF MILLING CAN TAPER TOWARD CENTER OF HUMP. SPEED HUMP dwne MIN _I :.. SCOLD MILL EXISTING CENTER OF AC 1.5' DEEP X 18" MIN SPEED HUMP SECTION B -B SPEED HUM DG TREATMENTS (TYP ALL EDGES) OSE EAD SPEED HUMP STANDARD DRAWING CENTER OF 2AVEL LANE N�1E 12 P K1N05 M L BUMP IAV / SEE NOTE 10 DIRECTION OF TRAVEL DETAIL "B" TYPICAL SIGNING AND PAVEMENT MARKINGS FOR SPEED HUMPS CITY OF ROSEMEAD I Page 19 of 21 SPEED CUSHION. Type "C marker E.P. a U j 12" thermoplastic p white markings ; x 12" traveliane m B T 66r aB" U ' CerAef of F speed cushion G Face of curb C See Detail B PLAN for typical signing and striping B* See Section A -A 12" min. clearance to of Speed Hump curb on berm face 0't'ip. d _ . II E ui � 3' 1 ! �' 3' 25" `( SECTION C -C, OSE EAD NOTES: 1.) CLEAN AND PLACE SS4H 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 III B2-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 B' 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) . 6.) 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 OT14ERWISE SPECIFIED) PER THE LATEST CALTRANS STANDARD SPECIFICATIONS. ALL PAVEMENT MARKINGS (LEGENDS) MUST BE THERMOPLASTIC. B.) THE PLACEMENT OF SPEED HUMPS SHALL BE DETERMINED BY THE CITY TRAFFIC ENGINEER. 9.) THE PLACEMENT OF PAVEMENT MARKINGS ('BUMP- LEGEND) SHALL BE INSTALLED DIRECTL YADJACENT 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) & WB -i ('BUMP') ON NEW POST SHALL BE INSTALLED PER CITY STDS LOCATION OF THE SIGN WILL BE DETERMINED BY THE CITY TRAFFIC ENGINEER. `:* CEAD Tndrv'c lima 11 Tnwn Ameri� a SPEED HUMP NOTES NOT TO SCALE CITY OF ROSEMEAD I Page 21 of 21 Attachment B Resolution No. 2025-11 RESOLUTION NO. 2025-11 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ROSEMEAD ADOPTING THE COMPREHENSIVE TRAFFIC CALMING POLICY ESTABLISHING THE NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM WHEREAS, the City Council of the City of Rosemead has determined that it is appropriate and in the best interest of the public health safety and welfare of the City and its residents to establish a Neighborhood Traffic Management Program to expedite the review of traffic safety concerns from the community. NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF ROSEMEAD, DOES HEREBY RESOLVE, DECLARE, DETERMINE, AND ORDER AS FOLLOWS: SECTION 1. There is hereby established a Neighborhood Traffic Management Program for the City of Rosemead. SECTION 2. The Neighborhood Traffic Management Program will provide guidance to staff during the review of traffic safety requests submitted by the community. SECTION 3. The City finds that utilizing the procedures outlined in the Neighborhood Traffic Management Program will streamline the implementation process and may save administrative time and expense. SECTION 4. The City's Neighborhood Traffic Management Program is attached hereto as Exhibit A and incorporated herein by this reference. SECTION 5. That the City Clerk of the City of Rosemead shall certify the adoption of this Resolution which shall become effective upon its approval by the City Council. PASSED, APPROVED, AND ADOPTED, this 111 day of March, 2025. Margaret Clark, Mayor APPROVED AS TO FORM: ATTEST: Rachel Richman, City Attorney Ericka Hernandez, City Clerk STATE OF CALIFORNIA ) COUNTY OF LOS ANGELES) § CITY OF ROSEMEAD ) I, Ericka Hernandez, City Clerk of the City Council of the City of Rosemead, California, do hereby certify that the foregoing City Council Resolution No. 2025-11, was duly adopted by the City Council of the City of Rosemead, California, at a regular meeting thereof held on the 11 m day of March, 2025, by the following vote, to wit: AYES: NOES: ABSENT: ABSTAIN: Ericka Hernandez, City Clerk EXHIBIT A NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM The Neighborhood Traffic Management Program will serve as a "toolbox" to be used by staff when addressing traffic management requests. The program is segmented into three levels of traffic calming measures and provides the level of approval needed to install such measures. LEVEL ONE TOOLS 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 Level One include: LEVEL TWO TOOLS Level Two tools contain traffic calming measures that are moderately restrictive, have greater potential for shifting problems, and are higher cost. Unlike Level One, measures under this section will require Traffic Commission review and the City Council approval. These traffic calming tools include: COST 0111114111141l Soft ceu! =:'...Sn+~ u� FE ;'fC y Kik%•. 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. LEVEL TWO TOOLS Level Two tools contain traffic calming measures that are moderately restrictive, have greater potential for shifting problems, and are higher cost. Unlike Level One, measures under this section will require Traffic Commission review and the City Council approval. These traffic calming tools include: LEVEL THREE TOOLS 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 implemented with Traffic Commission review and City Council approval. As well, these measures should be considered after the implementation and/or review of Level One and Level Two tools. These tools include: T COST @tcludtng sottotut) s wNDED Traffic Signal Adjustment to Discourage Cut -through traffic. Low to moderate: $500 per sign, traffic Cut -through Traffic High speeds and pedestrian safety signal modifications, and possible study. Raised Center Median High speeds and cut -through traffic. High cost: $50,000 to $75,000 Speed Hump High speeds. (depending on size and landscaping Speed Table High speeds. treatments) Residential Street Chokers at High speeds and cut -through traffic. Moderate to high: landscaping, Intersections vehicle conflicts. pavement treatments, and storm Restricted Movement Barrier Cut -through traffic and vehicle conflicts drainage considerations (-$50,000 per Entrance Barrier- Half Closure Cut -through traffic and vehicle conflicts corner) Residential Street Mid -block Narrowing High speeds and cut -through traffic. Moderate to high: dependent length of Barrier 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. LEVEL THREE TOOLS 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 implemented with Traffic Commission review and City Council approval. As well, these measures should be considered after the implementation and/or review of Level One and Level Two tools. These tools include: r .. 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 High: $150,000 to $250,000 vehicle conflicts. (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 Cut -through traffic and vehicle conflicts Moderate to high: $25,000 to $50,000 Barrier 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 High: $50,000 to $75,000 conflicts. One -Way Street Cut -through traffic and vehicle Moderate: $20,000 per street (with conflicts. additional construction fees) Arterial Roadway Narrowing- Curb High speeds; cut -through traffic; and High: $100,000 per side of street Extensions vehicle conflicts Arterial Roadway Narrowing -Chokers High speeds; cut -through traffic; and High: $75,000 per corner (with vehicle conflicts. additional landscaping, pavement treatments, and storm drainage considerations) Roadway Narrowing - Angle Parking Pedestrian safety and bicyclist safety. Moderate: $500 per sign and $1 per linear foot of striping (plus additional maintenance) Landscaping- Parkway and/or Median High speeds and pedestrian safety. Variable: $50,000 to $200,000 or more (dependent on landscaping and extent) SPEED HUMPS Due to the relatively high number of requests for Speed humps, they are considered a special Level 3 measure. To request a speed hump, a resident will fill out the prepared Speed Hump Request form and submit it along with the Speed Hump Petition Form, which must have signatures from 67% of households along the street. This involves sending a survey to both resident and owner of the property. However, only one signature from each property will count towards the survey to ensure that only one signature per property is counted. 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: Table 4: Speed Hump Eligibility Requirements jos 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. This includes making all efforts to install the speed hump at, or as near as possible to, the original requestor's address. 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. y Maltix Street Segment Length Maximum Number of Speed Humps 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 2,500 500 25 MPH 8 8% Nota vehicles/day vehicles/day MPH/25 priority +MPH route and/or a bus route Table 4: Speed Hump Eligibility Requirements jos 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. This includes making all efforts to install the speed hump at, or as near as possible to, the original requestor's address. 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. y Maltix Street Segment Length Maximum Number of Speed Humps Estimated Total Cost (including soft cost) 660 ft (an eight of a mile) 2 $50,000 1,320 ft (a quarter of a mile) 3 $75,000 Table 5: Speed Hump Cost Matrix 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.