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CALL TO ORDER:
FLAG SALUTE
ROLL CALL:
PUBLIC COMMENTS
AGENDA
TEMECULA PUBLIC/TRAFFIC SAFETY COMMISSION
TO BE HELD AT
CITY HALL, COUNCIL CHAMBERS
43200 Business Park Drive
Temecula, California
Thursday, January 15, 1998 - 6:00 PM
COMMISSIONERS: Coe, Johnson, Markham, Perry, Telesio
A total of 15 minutes is provided so members of the public can address the Commission on items that are not
listed on the Agenda. Speakers are limited to two (2) minutes each. If you desire to speak to the Commission
about an item not listed on the Agenda, a pink "Request to Speak" form should be filled out and filed with
the Commission Secretary.
When you are called to speak, please come forward and state your name and address.
For all other agenda items, a "Request to Speak" form must be filed with the Recording Secretary before the
Commission gets to that item. There is a three (3) minute time limit for individual speakers.
NOTICE TO THE PUBLIC
All matters listed under Cog~ent Calendar are considered to be routine and all will be enacted by one
roll call vote. There will be no discussion of these items unless members of the Public/Traffic Safety
Commission request specific items be removed from the Consent Calendar for separate action.
COMMISSION CONSENT CALENDAR
1. Minutes of December 11. 1997
RECOMMENDATION:
1.1 Approve the Minutes of December I1, 1997
COMMISSION BUSINESS
2. Proposed Street Name SiL, ns - Various Locations
RECOMMENDATION:
2.1 That the Public/Traffic Safety Commission review and provide input regarding proposed
street name signs for certain neighborhoods within the City.
r:\traffic\commi~snxagenda\98X0115XO115.agn/ajp
8.
9.
10.
Left-Turn Restriction - Warbler Drive at Nicola-~ Road
RECOMMENDATION:
3.1 That the Public/Traffic Safety Commission review a request for restriction of left-turns from
Warbler Drive to Nicolas Road
Request for Ittstallation of a Crw~swalk - Meadows Parkway between Pauba Road and llaricho
RECOMMENDATION:
4.1 That the Public/Traffic Safety Commission deny a request for installation of a painted
crosswalk, a traffic signal or "Stop" signs on Meadows Parkway between Pauba Road and
Rancho Vista Road near Vintage Hills Elementary School.
"No Parkirle" Zones on Jefferson Avenue North of Winchester Road
RECOMMENDATION:
5.1 That the Public/Traffic Safety Commission recommend that the City Council adopt a
resolution establishing "No Parking" zones on Jefferson Avenue north of Winchester Road.
Resolution Establishiqg Date, Time and Location of the Public/Traffic Safety Commission
RECOMMENDATION:
6.1 That the Public/Traffic Safety Commission adopt a resolution entitled:
RESOLUTION NO. PTS 98-
RESOLUTION OF THE PUBLIC/TRAFFIC SAFETY COMMISSION
OF THE CITY OF TEMECULA ESTABLISHING THE DATE, TIME
AND LOCATION OF THE PUBLIC/TRAFFIC SAFETY
COMMISSION MEETING
Traffic Engineer's Report
Police Chief's Report
Fire Chief's Report
Commission Report
AD,IOURNMENT
The next regular meeting of the City of Temecula Public/Traffic Safety Commission will be held on Thursday,
February 19, 1998, at 6:00 P.M., Temecula City Hall, Council Chambers, 43200 Business Park Drive,
Temecula, California.
ITEM NO. I
MINUTES OF A REGULAR MEETING
OF THE CITY OF TEMECULA
PUBLIC/TRAFFIC SAFETY COMMISSION
DECEMBER 11, 1997
A regular meeting of the City of Temecula Public/Traffic Safety Commission was called to order
on Thursday, December 11, 1997, 7:02 P.M., at the City Council Chambers, 43200 Business
Park Drive, Temecula, California. Chairman Larry Markham called the meeting to order.
PRESENT: COMMISSIONERS: Johnson, Perry, Telesio, Markham
ABSENT: COMMISSIONERS: Coe
Also present were Public Works Associate Engineer All Moghadam, Police Sergeant Rodney
Crisp, Battalion Chief John Winder, Administrative Secretary Anita Pyle, and Minute Clerk Pat
Kelley.
Commissioner Johnson led the flag salute.
PUBLIC COMMENTS
Chairman Markham asked for public comments on non-agenda items.
Cecelia Axton, 30169 Sierra Madre Drive, representing the Temecula Valley Council PTA,
requested a review of the posting of a "No Left Turn" sign on Warbler Circle because the
alignment of Nicolas Road inhibits westbound traffic from seeing traffic at that intersection.
Ms. Axton thanked the Commission for recommending approval of the four-way "stop" at
Nicolas Road and North General Kearny as it has reduced the speeding motorist.
Commissioner Perry recommended the "No Left Turn" sign for Warbler Circle and Nicolas Road
matter be placed on January, 1998 agenda.
Chairman Markham asked staff to pull Conditions of Approval to determine if the striping plan
denotes a "No Left Turn". Ms. Axton suggested checking the City Council minutes relating to
this matter.
Ms. Axton also asked for an inspection of the trees around the June Street intersection as sight
is restricted because the trees need trimming.
COMMISSION CONSENT CALENDAR
1. Minutes of October 23.1997 and Special Meeting of November 20.1997
It was moved by Commissioner Johnson, seconded by Commissioner Perry to approve
the Minutes of October 23, 1997 and the Special Meeting Minutes of November 20,
1997, with the following amendment:
PUBLIC/TRAFFIC SAFETY COMMISSION DECEMBER 11.1997
Minutes of November 20, 1997, - Page 4, 3rd sentence - ...left-turns onto Ynez Road.
The motion carried as follows:
AYES:
4 COMMISSIONERS: Johnson, Perry, Telesio, Markham
NOES: 0 COMMISSIONERS: None
ABSENT: 1 COMMISSIONER: Coe
Flashing Yellow Lights - Nicolas Road near North General Kearny Road
Associate Engineer All Moghadam presented the staff report.
Chairman Markham asked about the status of the median construction. Mr. Moghadam
stated the median fronting the gas station up to the southerly boundary should be
constructed within a year, but he is unaware of any plans east of the driveway.
Cecelia Axton, 30169 Sierra Madre, representing the Temecula Valley Council Parent
Teachers Association (PTA), spoke in support of a permanent warning signal at Nicolas
Road near North General Kearny Road. It was her understanding the temporary flashing
signs would be in place for a minimum of six (6) months, but were in for only one (1)
week. She expressed the need for the temporary warning light for a longer period of
time.
Mr. Moghadam stated he talked to Forrest Thomas, Temecula Valley Unified School
District (TVUSD) and the TVUSD is in favor of flashing beacons and a crossing guard.
Commissioner Johnson asked if school children are crossing Nicolas Road. Ms. Axton
replied, because there are not proper sidewalks on Nicolas Road, the children are
currently being bused.
Chairman Markham noted since the school district determines the school sites and
develops those sites with very little infrastructure in place, it places children at risk, he
suggested Ms. Axton talk to Mr. Thomas of the TVUSD about the issue. Ms. Axton
replied she is working closely with TVUSD, individual developers, City and County staffs
regarding various traffic/school safety issues.
Bob Lopshire, 40244 Atmore Court, expressed concern about children crossing at
Nicolas Road and North General Kearny because motorists continue to speed along
Nicolas Road. He supported east and west warning lights on Nicolas Road, a crossing
guard, and a lower speed limit.
Commissioner Perry mentioned that Mr. Thomas, TVUSD, stated to this Commission the
school district would have cross guard stationed at this location when busing is
stopped. He noted temporary flashing yellow lights are put up to warn drivers of a
change in driving conditions at a particular location. He commented that since this
particular "Stop" sign can be easily seen, a flashing warning light will not stop
motorists. Commissioner Perry stated increased traffic enforcement might be a solution.
R:\traffic\commissn\rninutes\97\121197.rnin/sjp
PUBLIC/TRAFFIC SAFETY COMMISSION DECEMBER 11.1997
He said in his opinion, a permanent flashing yellow light will set a precedent and he does
not support putting one at this location.
Commissioner Telesio recommended the temporary flashing lights be installed for the
period the Commission approved, to daily acclimate motorists to a different driving
condition and he also expressed concern about setting a precedent.
Commissioner Johnson stated temporary flashing beacons were installed when "Stop"
signs were put in at the Del Norte/Calle Pina Colada and Via Norte/Del Re,/intersections
and people still ran the "Stop" signs.
Chairman Markham inquired about any accident history since the "Stop" signs were
installed and Sgt. Crisp, Temecula Police Department, replied no accidents had been
reported.
Chairman Markham asked about the cost of permanent warning signs. Mr. Moghadam
replied the cost is approximately $15 to $20,000 for a new solar powered two-
directional permanent flashing light in both directions.
Chairman Markham noted on September 25, 1997, flashing lights were approved for 60
to 90 days at that location. Mr. Moghadam stated the initial lights had been stolen were
replaced, vandalized and stolen again within a three-to-four week period.
It was moved by Commissioner Perry, seconded by Commissioner Telesio, that
temporary flashing lights be erected for the remainder of the original 90-day period and
to formally request enhanced enforcement at that intersection.
The motion carried as follows:
AYES:
4 COMMISSIONERS: Johnson, Perry, Telesio, Markham
NOES: 0 COMMISSIONERS: None
ABSENT: I COMMISSIONERS: Coe
Chairman Markham inquired about reviewing the intersection from a traffic signal
warrant basis. Mr. Moghadam replied it would be possible to do a new study in
approximately six (6) months and he will report back to the Commission after the study
is completed.
3. Proposed Driveway - Jefferson Avenue North of Winchester Road
Associate Engineer All Moghadam presented the staff report.
Commissioner Johnson asked if it would be worthwhile to make the present Arco
driveway a "Right-Turn-Only". Mr. Moghadam replied it does not seem feasible for
motorists to go to the north driveway to make a left turn during off-peak hours.
PUBLIC/TRAFFIC SAFETY COMMISSION DECEMBER 11.1997
Carliene Anderson, 41593 Winchester Road, Nichol Investment, representing the
property owners and tenants, stated since motorists cannot make a left-turn out of the
Center between 11:00 a.m. and 2:00 p.m. and often cannot turn right due to blockage,
the owners are proposing this driveway for the safety of tenants and clients and it will
be paid for by the owners. She said it is recognized traffic will cut through the Center
and that this will be dealt with internally.
Commissioner Perry asked if the owners would participate in a "No Left-Turn" out of the
existing driveway between certain hours. It was Ms. Anderson's opinion they would be
amenable for specific restricted hours.
Dennis Jackson, 43180 Business Park Drive, representing the applicant, spoke in
support of the driveway.
Chairman Markham recommended enlarging the driveway to 40 feet to facilitate the
three (3) turning movements because with a 26 foot driveway, motorists making a left-
turn out will freeze right-turn movements and possibly even the ability to enter, and
making the driveway a curb-return style to maximize entrance speed.
Chairman Markham asked staff to make certain there is a "No Parking" restriction to the
north on Jefferson Avenue in front of Richie's Dinner, due to sight distance problems.
Mr. Moghadam will determine if the City Council has approved the red curbing on
Jefferson Avenue, if not, he will bring the matter to the January, 1998 Commission
meeting.
It was moved by Commissioner Johnson, seconded by Commissioner Perry, to
recommend the City Council adopt a resolution vacating a portion of restricted abutters
right-of-access to Jefferson Avenue. The owners are to post a "No Left-Turn" sign for
the hours they deem appropriate at the existing driveway, and the driveway is to be
extended to 40 feet.
The motion carried as follows:
AYES:
4 COMMISSIONERS: Johnson, Perry, Telesio, Markham
NOES: 0 COMMISSIONERS: None
ABSENT: I COMMISSIONERS: Coe
4 R:\traffic\commissn\minutes\97\121197 ,min/ajp
PUBLIC/TRAFFIC SAFETY COMMISSION DECEMBER 11. 1997
Median Modifications - Rancho California Road between Ynez Road and Lyndie Lane
Associate Engineer All Moghadam presented the staff report.
Chairman Markham inquired about the timing on the modifications of the Town Center
driveway and the relocation of the crosswalk. Mr. Moghadam stated the Center's
consulting engineer has preliminary drawings and the work should be completed within
two (2) months. He noted all of these on-site improvements are to be paid by the
property owner.
Chairman Markham asked about the schedule for the signalization project of Via Las
Colinas. Mr. Moghadam replied the signal is estimated to be operational by July 1998.
Chairman Markham questioned whether consideration had been given to extending the
left-turn lane on Rancho California Road at the Town Center driveway to provide
additional stacking room. If not, he suggested staff alert the Center's consultant to that
possibility. Mr. Moghadam answered he is unaware of any extension consideration
since no median modifications were recommended by the Joint Adhoc/Public Works
Committee.
Owen Wickstrand, 13062 Caminito del Rocio, Del Mar, representing GMS Realty who
is in the process of purchasing the Town Center complex, stated he had been led to
believe Radnor was offering the engineer's studies as their portion of the cost and the
City was paying for the signalization and other changes. He is in support of the left-turn
at Target Center drive to remain open.
Commissioner Perry stated it was his understanding, from a previous meeting, the
Center would pay for all on-site improvements and the City would pay for the street
improvements.
Mr. Moghadam said it was his impression the Center would pay for the proposed on-site
improvements. He commented these on-site improvements will help the Center as
outbound traffic flow will be improved, however, they will not solve the accident
problem on Rancho California Road.
Chairman Markham noted the original action item was to close the median openings at
both driveways. If that is denied or continued, until the signal at Via Las Colinas is
operational for 90 days, the issue can be reconsidered. In the interim, the on-site
improvements do not involve the City; the City's involvement is modifying the timing
of the signals and the loop detectors tieing into the signal.
It was moved by Commissioner Perry, seconded by Commissioner Johnson, to receive
and file the report of the Public Works Committee/Ad Hoc Committee meeting as
submitted. Second to table the matter until the Via Las Colinas signal has operational
for 90 days.
5 R;\traffic\cornm~ssn\rnintetes\97\121197 .rnin/llp
PUBLIC/TRAFFIC SAFETY COMMISSION DECEMBER 11.1997
The motion carried as follows:
AYES:
4 COMMISSIONERS: Johnson, Perry, Telesio, Markham
NOES: 0 COMMISSIONERS: None
ABSENT: 1 COMMISSIONERS: Coe
5. Election of Public/Traffic Safetv Commission Chairperson and Co-Chairperson
Commissioner Johnson nominated John Telesio to serve as Chairperson of the
Public/Traffic Safety Commission for the 1998 calendar year. The nomination was
unanimously accepted.
Commissioner Johnson nominated Ron Perry for Co-Chairperson, who will assume the
duties of the Chairperson in his absence, for the 1998 calendar year. The nomination
was unanimously accepted.
TRAFFIC ENGINEER'S REPORT
Mr. Moghadam reported the following:
The field work for the interconnection and timing of City traffic signals is near
completion. A consulting engineer is currently inputting the software and new
timing, and will provide one (1) year for training and monitoring the system.
Traffic signals in design and to be advertised soon: Fire Station No. 84 at Pauba
Road; Meadows Parkway at Rancho California Road; Santiago Road at Margarita
Road; and Rainbow Canyon Road at Pala Road. The design for the signal at Via
Las Colinas will begin shortly.
A preliminary design for signal and median installation on Winchester Road at
Enterprise Circle West and Jefferson Avenue will be presented to the
Commission in the near future.
Preliminary design for flashing warning beacons, which are to be installed near
schools on high vehicular volume streets, is complete.
Chairman Markham asked if the Intelligent Management System (ITMS) has the
capability to show the entire signal system and feedback capability regarding traffic
counts, etc. Mr. Moghadam stated this system will show a map of the City and all
signalized intersections which will enable staff to determine if a signal is realfunctioning
and timing, as needed, can be changed from the office. He mentioned there is the
possibility of adding options, such as counts, loops, etc. Chairman Markham asked staff
to demonstrate the system to the Commission after it is operational and Mr. Moghadam
indicated he will try for a February 1998 presentation.
6 R:\lraffic\commissn\minutes\97\121197.rninlejp
PUBLIC/TRAFFIC SAFETY COMMISSION DECEMBER 11.1997
Chairman Markham reported Don Spagnolo, P.E., Capital Improvements Principal
Engineer, has accepted a position in the California Central Coastal area.
Chairman Markham inquired about the status of the Overland Drive Bridge and Pala Road
Bridge. Mr. Moghadam replied he was not aware of a schedule for the Overland Drive
Bridge and design is completed for the Pala Road Bridge, with an anticipated completion
by the end of 1999.
Commissioner Johnson asked staff to look at the northbound left-turn signal at
Margarita Road and Winchester Road. Mr. Moghadam stated he will review the signal
and notify Caltrans.
Commissioner Perry asked about the locations for the permanent flashing lights on Ynez
Road. Mr. Moghadam replied exact locations have not been determined, but he is
comfortable with the present southbound location. Commissioner Perry expressed his
disagreement with that location because when the warning is seen, the "Stop" sign is
also visible. He would prefer a location just before the top of the hill; and for
northbound, just around the curve. Mr. Moghadam stated that proposed southbound
location was considered, but then the flashing light would be placed in front of a
residence. He mentioned the effectiveness is lost if located too far away from the
"Stop" sign.
POLICE CHIEF'S REPORT
Commissioner Johnson expressed his satisfaction in seeing the radar trailer throughout
the City. Sgt. Crisp reported there had been 189 hours of use in November.
Commissioner Johnson mentioned enforcement is needed at the southbound off-ramp
at Winchester Road and Interstate 15. Sgt. Crisp stated enforcement has been present
during peak hours at this location.
Commissioner Telesio reported 20 to 25 skateboarders are skating through the Town
Center in the off-hours creating potential accidents. Sgt. Crisp stated he will pass the
information to the swing shift officers as well as the Center's security.
Chairman Markham inquired about the status of reviewing other cities' ordinances
relative to false alarms. Sgt. Crisp stated he had been conducting a study shortly after
the issue was raised. Chairman Markham suggested the Fire Department could hand out
an awareness flyer about false alarms when undertaking the annual building permit
inspections. Chief Winder stated Temecula needs a more flexible policy.
FIRE CHIEF'S REPORT
Chief Winder stated he will make arrangements for a tour of the new fire station for the
Commissioners.
Chairman Markham inquired into the status of staffing a fire station at French Valley
Airport. Chief Winder stated that the County is looking into the staffing of this facility.
7 R:\trlffic\commissn~rninutes\9?\l 21197 ,rain/lip
PUBLIC/TRAFFIC SAFETY COMMISSION DECEMBER 11.1997
COMMISSION REPORT
Chairman Markham reported at the Tuesday, December 9, 1997 City Council meeting,
staff was directed to consider obtaining a consultant to review the southbound off-ramp
at Rancho California Road and Interstate 15. He noted the southbound Winchester Road
ramp is presently being designed. Chairman Markham clarified traffic controllers being
are proposed to direct traffic at Hwy 79S/I-15 Interchange during construction.
Chairman Markham stated at the December 2, 1997 Murrieta Council meeting, Council
selected three (3) representatives to serve on an interview panel to select a firm to
update the Circulation Element of the Temecula General Plan. Mr. Moghadam explained
that due to the proposed mall the City of Temecula and invited members of the City of
Murrieta staff to participate in the consultant selection process. Chairman Markham
asked about Temecula's representation on the panel. Mr. Moghadam responded a
Councilmember, Planning Commissioner Guerriero, and Public Works Director Kicak have
been designated to serve. Chairman Markham asked that the City Engineer be strongly
encouraged to request the City Council appoint Commissioner Johnson to the panel.
Chairman Markham noted a letter received from Mr. "Curt" Curtsinger expressing his
appreciation for the Commission's action and responsiveness regarding the "Stop" signs
at Ynez Road and La Paz Street.
Commissioner Perry asked staff to review the idea of monitoring intersections with
cameras for red light violations and suggested a field trip to a city where they are used
effectively. Mr. Moghadam reported they are effective where some of the cameras are
portable so motorists are not aware of the day-to-day locations.
Commissioner Telesio asked for clarification from an enforcement viewpoint of the "25
MPH when children are present" sign. Sgt Crisp stated the 25 MPH is enforced one (1)
hour before and one (1) hour after school and whenever school guards are present.
Commissioner Johnson noted the flashing yellow lights, to be erected around schools,
will flash one (1) hour before and after school.
Chairman Markham commented the City of Temecula came through the recent rain in
good shape and Chief Winder indicated he had not heard of any problems.
Chairman Markham asked staff to look into the paving of Santiago and John Warner
Roads.
Chairman Markham asked staff to develop a schedule for the studies, such as
Winchester Road/Jefferson Road, Meadowview and Los Ranchitos areas.
Chairman Markham discussed changing the time of the meeting to 6 PM.
8 R:~traffic\comrnissn~minutes\97\121197 .min/ajp
PUBLIC/TRAFFIC SAFETY COMMISSION DECEMBER 11. 1997
It was moved by Commissioner Perry, seconded by Commissioner Johnson, to adjourn
the Public/Traffic Safety Commission meeting to the third Thursday of January 1998 at
6 PM, and requested staff to prepare a resolution to the Commission, establishing the
third Thursday of each month at 6:00 PM as the scheduled meeting time for the
Public/Traffic Safety Commission.
The motion carried as follows:
AYES: 4 COMMISSIONERS: Johnson, Perry, Telesio, Markham
NOES: 0 COMMISSIONERS: None
ABSENT: 1 COMMISSIONERS: Coe
It was moved by Commissioner Telesio, seconded by Commissioner Perry, to adjourn the
meeting at 9:06 PM. The motion carried unanimously.
The next regular meeting of the Public/Traffic Safety Commission will be held on Thursday,
January 15, 1998, at 6:00 P.M., Temecula City Hall Council Chambers, 43200 Business Park
Drive, Temecula, California.
Chairman Larry Markham
Secretary
ITEM NO. 2
AGENDA REPORT
TO:
FROM:
DATE:
SUBJECT:
Public/Traffic Safety Commission
~"'~Ali Moghadam, P.E., Associate Engineer
January 15, 1998
Item 2
Proposed Street Name Signs - Various Locations
RECOMMENDATION:
That the Pubfie/Traffic Safety Commission review and provide input regarding proposed street name signs for
certain neighborhoods within the City.
BACKGROUND:
The City has received a request to review and approve a unique street name sign for a neighborhood which
the homeowners desire to preserve a rural atmosphere within their community.
The proposed signs are manufactured using very durable and recyclable plastic. These signs will require a
very low maintemnce cost and are graffiti resistant. The proposed signs can be molded to any shape using
various colors and are considerably less cosfly than the existing old style wooden signs. It is staffs
understanding fluit the Santiago Ranchos Property Owners Association has reviewed and approved the
proposed street name signs and is willing to bear the cost of replacement. If approved, the proposed sign
replacement could be an ideal test case for future sign replacement programs within the City.
FISCAL IMPACT:
None
r:~tssl~c~emmism~age~da\98\Ol15xs~lgn.vsr/ajp
ITEM NO. 3
AGENDA REPORT
TO:
FROM:
DATE:
SUBJECT:
Public/Traffic Safety Commission
(~Ali Moghadam, P.E., Associate Engineer
January 15, 1998
Item 3
Left-Turn Restriction - Warbler Drive at Nicolas Road
RECOMMENDATION:
That the Public/Traffic Safety Commission review a request for restriction of left-turns from Warbler Drive
to Nicolas Road.
BACKGROUND:
At the December 11, 1997 Public/Traffic Safety Commission meeting, per an area resident's request, the
Commission directed staff to review the sight distance and research the background on left-turn restriction at
this intersection.
There is a horizontal curve on Nieolas Road cast of Warbler Drive which limits visibility of approaching
vehicles at this intersection. The limited visibility affects both the left and right turns at this intersection. The
sight distance is approximately 160 feet mcasured from a driver's eye position when the front of the vehicle
is at the limit line. However, by moving forward from the limit line without encroaching into the travel lane,
the sight discnee is approximately 400 feet (Exhibit "B"). Per Caltrans highway design manual, the stopping
sight distance should be 300 feet for 40 MPH and 360 feet for 45 MPH speed. There have been no reported
accidents at this location and the City has not received any other comments regarding this intersection.
Recently, lhe City forces trimmed lower branches of a pine tree at the northcast corner of this intersection to
improve the sight distance.
Our research of the Conditions of Approval for this project (Tract 27827) did not indicate a le~-t~rn restriction
at this intersection. It should be noted that Nicolas Road is designated as a four-lane major roadway which
includes a raised median island. Although there are no immediate plans for installation of a raised median on
Nicolas Road at Warbler Drive, eventually a median will be constructed which could eliminate left-turns at
this intersection.
Staff analyzed the sight distance at the intersection of Nicolas Road and June Road. The site distance is
adequate at this intersection and left-turn restriction is not recommended.
FISCAL IMPACT:
None
1. Exhibit "A" - Location Map
2. Exhibit "B" - Existing Conditions and
Sight Distance Diagram
r:\tra~c\commi~n\agenda\98\Ol15\wa~blet.t~/ajp
t Springs ',~.
ZIP C()I)E
92563 .,
/
..
Olvera~ ~
ZIP CODE
92591
EXHIBIT "B"
EXISTING CONDITIONS
AND
SIGHT DISTANCE DIAGRAM
" blICOLAS ROAD
ITEM NO. 4
AGENDA REPORT
TO:
FROM:
DATE:
SUBJECT:
Public/Traffic Safety Commission
~')Ali Moghadam, P.E., Associate Engineer
January 15, 1998
Item 4
Request for Installation of Crosswalk - Meadows Parkway Between Pauba Road and
Raneho Vista Road
RECOMMENDATION:
That the Public/Traffic Safety Commission deny a request for installation of a painted crosswalk, a traffic
signal or "Stop" signs on Meadows Parkway between Pauba Road and Rancho Vista Road near Vintage Hills
Elementary School.
BACKGROUND:
The City received a complaint from a resident of a residential community on the east side of Meadows
Parkway regarding lack of a convenient crosswalk on Meadows Parkway near Vintage Hills Elementary
School. It was suggested that a era including a crossing guard, traffic signal or "Stop" signs be installed
on Meadows Parkway midway between Pauba Road and Rancho Vista Road at or near Corte Florecita.
Meadows Parkway is a major four-lane arterial roadway which eventually will extend between La Serena Way
and State Route 79 South. Although currently this arterial does not carry a large volume of traffic, upon its
completion it will be a major north-south corridor. Currently the intersections of Meadows Parkway with
Pauba Road and Raneho Vista Road are controlled by "All-Way Stop" signs and Temecdia Valley Unified
School District (TVUSD) is providing adult crossing guards at these intersections. Vintage Hills Elementary
School does not directly front Meadows Parkway, therefore a 25 MPH school area spend limit earmot be
justifind. The recent Engineering and Traffic Survey indicates an 851h percentile speed of 44 MPH (Exhibit
"C"). This roadway will most likely be posted at 40 MPH when accepted as a City maintained public road.
Staff has conducted an extensive analysis of this request and determinnd that based on the existing pedestrian
and vehicular volumes, warrants for installation of a traffic signal, flashing yellow school signals or "Stop"
signs are not met (Exhibit "B"). Due to a limited number of pedestrians crossing Meadows Parkway in the
vicinity (11 in the morning and 15 in the afternoon) warrants for adult crossing guard are not met (Exhibit
"D"). A TVUSD representative has indicated that since there are adult crossing guards on Meadows Parkway
at Pauba Road and Raneho Vista Road an additional crossing guard in the vicinity is not feasible.
This request is very similar to the request for installation of a traffic signal and crosswalk on Rancho Vista
Road at Camino Romo. Although the requested crosswalk location on Meadows Parkway is mot than 600 feet
from the nearest controlled intersection, due to width and vehicular speed on Meadows Parkway and lack of
warrants for any type of control, a painted crosswalk at this location is not recommended.
FISCAL IMPACT:
None
Attachment:
1. Exhibit "A" - Location Map
2. Exhibit "B" - Traffic Signal, Flashing Yellow School Signal
and Stop Sign Wartam Analysis
3. Exhibit "C" - Speed Survey Da~a
4. Exhibit "D' - Adult Crossing Guard Warrants
LOCATION MAP
VINTAGE HILLS
ELEMENTARy SCHOOL
TEMECULA MIDDLE
SCHOOL
EXHIBIT "B"
TRAFFIC SIGNAL, FLASHING YELLOW
SCHOOL SIGNAL AND STOP SIGN
WARRANT ANALYSIS
APPROAC!~NG TRAFFIC VOLUMES FOR ~ INTERSECTION OF:
Meadows Parkway and Corte Florecita
Southbound
Hours Westbound
7:00 A,M. * 18 215
8:00 A.M. * 38 97
9:00 A.M. 14 40
10:00 A.M. 10 38
ll:00A.M. 18 71
12:00 Noon 14 72
1:00 P.M. 27 39
2:00P.M. * 8 153
3:00P.M. * 10 143
4:00 P.M.* 12 85
5:00P.M. * 10 111
6:00 P.M.* 10 77
8:00 P.M.* 29 65
Average Average
highest 8 hours 20 Highest 8 hours
from minor All approaches:
street:
Eastbound Northbound
- 197
- 86
- 56
- 40
- 61
- 72
- 36
- 152
- 139
- 87
- 109
- 71
- 70
* Highest eight (8) hour count.
Pedestrian Count: 26 total
(counted from 8 to 9 a.m. and from 2 to 3 p.m. and are
included in the above counts)
Total
430
221
110
88
150
158
102
313
292
184
230
158
164
302
r:\baha~mcmoXstopw2 .frm
9-6 TRAFFIC SIGNALS AND LIGHTING Traffic Manual
1o1991 '
Figure 9-1
TRAFFIC SIGNAL WARRANTS
Major St:
Minor St:
Critical speed of major street traffic > 40 mph .............. 'E~ )
or
[]
In built up area of isolated community of < 10.000 pop. - ........ []
f~., DATE I t-iv4 7
DATE
Critical Approach Speed ~ mph
Critical Approach Speed mpn
RURAL (R)
URBAN (U)
WARRANT 1 - Minimum Vehicular volume
MINIMUM FiEQUtREMENTS
(80% SHOWN IN BRACKETS)
U ~
APPROACH
LANES
Both Apprchs, 500
Malor StTeet (400)
HigheslApprdl. 150
Minor Sl~eel * (120)
100"/o SATISFIED YES [] NO ~
80% SATISFIED YES [] NO []
* NOTE: Heavier left turn movement from Major Street included when LT-phasing is proposed []
WARRANT 2 - Interruption of Continuous Traffic
100% SATISFIED YES [] NO ~
80% SATISFIED YES [] NO []
MINIMUM REQUIREMENTS
(80% SHOWN IN BRACKETS)
U I~L'~) u I ~
* NOTE: Heavier lelt~ive~nt from Major Street include~ when LT-phasing is proposeriO
WARRANT 3 o Minimum Pedestrian Volume
100% SATISFIED YES [] NO ~
REQUIREMENT FULFILLED
Pedestrian volume crossrng the maior streel is 100 or more
for each of any four hours or is 190 or more duffrig any one Yes [] NO ,~
hour; and
There are ~ess than 60 gaps per hour ~n the malor street traf-
HC stream of adequate length for pedestrians to cross; and Yes [] No ~
The nearest Iraffic signal along the malor sireel is greater
than 300 reef; and Yes ~ No []
The new traffic signal will not seriously disrupt progressive
traffic flow on the malor street Yes ,,~ NO []
The satisfaction of a warrant is ROt necessarily justification for a signal, Delay, congestion, confusion or other evidence
of the need for right-of-way assignment must be shown.
Traffic Manual 9-7
1-1991
TRAFFIC SIGNALS AND LIGHTING
Figure 9-2
TRAFFIC SIGNAL WARRANTS
WARRANTS 4 - School Crossings
Not Applicable .................................. r"i
See School Crossings Warrant Sheet ~
WARRANT 5 - Progressive Movement rjEZSA
MINIMUM REQUIREMENTS TANCE
ON ONE WAY ISOLATED STREETS OR STREETS WITH ONE WAY TRAFFIC SIGNIFICANCE AND ADJACENT
SIGNALS ARE SO FAR APART THAT NECESSARY PLATOONING AND SPEED CONTROL WOULD BE LOST
ON 2-WAY STREETS WHERE ADJACENT SIGNALS DO NOT PROVIDE NECESSARY PLATOONING AND
SPEED CONTROL PROPOSED SIGNALS COULD CONSITUTE A PROGRESSIVE SIGNAL SYSTEM
SATISFIED
TO NEAREST SIGNAL
FULFILLED
YES [] NO ~'
WARRANT 6 - Accident Experience
REQUIREMENTS
ONE WARRANT
SATIFIED
SATISFIED
WARRANT
WARRANT 1 - MINIMUM VEHICULAR VOLUME
OR
80% WARRANT 2 - INTERRUPTION OF CONTINUOUS TRAFFIC
SIGNAL WILL NOT SERIOUSLY DISRUPT PROGRESSIVE TRAFFIC FLOW
ADEQUATE TRIAL OF LESS RESTRICTIVE REMEDIES HAS FAILED TO REDUCE ACCIDENT FREQUENCY
ACC. WITHIN A 12 MONTH PERIOD SUSCEPTIBLE OF CORR, & INVOLVING INJURY OR $500 DAMAGE
MINIMUM REQUIREMENT NUMBER OF ACCIDENTS
5 OR MORE
YES O NO 0
FULFILLED
YES [] NO.J~
n
n
WARRANT 7 - Systems Warrant
MINIMUM VOLUME
REQUIREMENTS
800 VEH/HR
CHARACTERISTICS OF MAJOR ROUTES
SATISFIED
ENTERING VOLUMES- ALL APPROACHES
ouRiNG Pi ,L EE D PEA .o R ,4(4- EH/HR
OR
DURING EACH OF ANY 5 HRS OF A SAT AND/OR SUN, VEH/HR
MAJOR S~ MINOR S~
YES 0 NO.,~'
FULFILLED
YES [] NO.,iK
HWY SYSTEM SERVING AS PRINCIPLE NETWORK FOR THROUGH TRAFFIC
RURAL OR SUBURBAN HWY OUTSIDE OF, ENTERING, OR TRAVERSING A CITY
APPEARS AS MAJOR ROUTE ON AN OFFICAL PLAN
ANY MAJOR ROUTE CHARACTERISTIC MET, 8OTH STS.
YES [] NO )~
The satisfaction ol a warrant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence
of the need for right-of-way assignment must be shown.
9-8
TRAFFIC SIGNALS AND LIGHTING
Figure 9-3
TRAFFIC SIGNAL WARRANTS
Traffic Manual
WARRANT 8 - Combination of Warrants
REQUIREMENT
TWO WARRANTS
SATISFIED
80%
WARRANT
1. MINIMUM VEHICULAR VOLUME
2. INTERRUPTION OF CONTINUOUS TRAFFIC
SATISFIED YES [] NO ..~
-/ FULFILLED
YES [] NO J2~
WARRANT 9 - Four Hour Volume
Approach Lanes
Both Approaches Major Street
Highest Approaches - Minor Street
One
SATISF. Ee* YES [] No ,t:gr,,
more
Refer to Figure 9-6 (URBAN AREAS) or Figure 9-7 (RURAL AREAS) to determine if this warrant is satisfied.
WARRANT 10 - Peak Hour Delay
[ALL PARTS MUST BE SATISFIED)
SAT. S~SD YES [] NO J::a:
1. The total delay experienced for traffic on one minor street approach controlled by a
STOP sign equals or exceeds four vehicle-hours for a one-lane approach and five
vehicle-hours for a two-lane approach; AND
2. The volume on the same minor street approach equals or exceeds 100 vph for
one moving lane of traffic or 150 vph for two moving lanes; AN0
YES []
YES []
The total entering volume serviced during the hour equals or exceeds 800 vph
for intersections with four or more approaches or 650 vph for intersections with
three approaches.
YES [] NO,El:
WARRANT 11 - Peak Hour Volume
Approach Lanes
SATISFIED YES [] NO
2°r '7,'ry / /Ho.r
One more
Both Approaches Major Street
Highest Approaches - Minor Street ,./'
Refer to Figure 9-8 (URBAN AREAS) or Figure 9-9 (RURAL AREAS) to determine if this warrant is satisfied.
The satisfaction of a warrant is not necessarily justification for a signal. Delay, congestion, confusion or other evidence
of the need for right-of-way assignment must be shown.
Traffic Manual 9-9
1-1991
TRAFFIC SIGNALS AND LIGHTING
Figure 9-4
TRAFFIC SIGNAL WARRANTS
(Based on Estimated Average Daily Traffic - See Note 2)
URBAN .............................. RURAL ..............................
1. Minimum Vehicular
Minimum Requirements
EADT
Satisfied Not Satisfied_
Vehicles per day on maior
street (total of both
approaches)
Number of lanes tor moving traffic on each approach
Major Street Minor S~reet Urban Rural
1 .........................................I .........................................8,000 5,600
2 or more ........................... ~ ......................................... 9,600 6,720
2 or more ........................... 2 or more ........................... 9,600 6,720
1 .........................................2 or more ........................... 8,000 5,600
Veh&cles per day on higher-
volume minor-street approach
(one direction onlyI
Urban Rural
2,400 1,680
2,400 1,680
3,200 2,240
3.200 2,240
2. Interruption of Continuous Traffic
Satisfied Not Satisfied
Numbers of lanes tor moving traffic on each approach
Vehicles per day on major
Street (total of both
approaches)
VehicLes per day on higher-
volume minor-street approach
(one direction only)
Major Street Minor Street
1 .........................................1 .........................................
2 or more ........................... I ........................................
2 or more ........................... 2 or more ...........................
1 ........................................2 cr more ...........................
3. Combination
Satisfied Not Satisfied
No one warrant satisfied, but following warrants furllied
80% or more
2
Urban Rural
12,000 8,400
14,400 10,080
14,400 10,060
12,000 8,400
2 Warrants
Urban Rural
1,200 850
1,200 850
1,600 1,120
1,600 1,120
2 Warrants
NOTE:
1. Heavier left turn movement from the major street may be included with minor street volume if a separate signal phase
is to be provided for the left-turn movement,
2. To be used only for NEW INTERSECTIONS or other locations where actual trafffc volumes cannot be counted.
9-10 Traffic Manual
TRAFFIC SIGNALS AND LIGHTING
Figure 9,-5
SCHOOL PROTECTION WARRANTS
GALC
CHK
DIST CO RTE PM
Major st: ~ C~,Dn~,~,
uinor s~: ~OR~
Critical spee~ of major street traffic > 40 mph .............
In built up area of isolated commumty of < 10,000 pop. - ........
DATE
Critical Approach Speed mph
Critical Approach Speed mpn
RURAL (R)
URBAN (U)
FLASHING YELLOW SCHOOL SIGNALS
(ALL PARTS MUST BE SATISFIED)
SATISFIED YES [] NO ,~
PAnT A U C~_) IF'fA'
Vehic!e Volume 2 hours 200 140
I Sc~!oOl Age Pedestrian Each of 40 40
i CrOSSiFIg Street 2 hours
AND
PART B
Critical Approach Speed Exceeds 35 mph
AND
PART C
Is nearest controlled crossing more than 600 feet away?
SAT,SF,ED yes [] ~e ~
SATISFIED YES :~I NO []
SCHOOL AREA TRAFFIC SIGNALS
(ALL PARTS MUST BE SATISFIED)
PART A
Vehicle Volume
Schoot Age Pedestrian
Crossing Street
Minimum Requ~remenLs
Each of 500 350
E.c.o, ~oo ~o II
or 40 40
per day
AND
PART B
Is nearest controlled crossing more than 600 feet away?
SATIS.~ED YES [] "0 ,~,
SATISFIED YES [] NO/~
SATISFIED YES ,~ NO []
Traffic Manual
TRAFFIC SIGNALS AND LIGHTING
Figure 9~6
FOUR HOUR VOLUME WARRANT
(Urban Areas)
9-11
1-1991
500
> 400
-r
i- (~
LU ~ 300
uJ 0
rf- C~
F., ,,.,
r.n .,-,
rr ~
0 UJ 200
~ "~
_J
0
> 100
-r-
..f.
0
~I ~j~'~ ] OR 1 LANE (MAJOR} & 2 MORE LANES (MINOR}
I LANE (MAJOR) & 1 LANE (MINOR)
300 400 500 600 700 800 900 1000 11 O0
MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH
1200 1300
1400
NOTE:
115 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET
APPROACH WITH TWO OR MORE LANES AND 80 VPH APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APP~qOACHING WITH ONE LANE.
9-12 Traffic Manual
TRAFFIC SIGNALS AND LIGHTING
Figure 9-7
FOUR HOUR VOLUME WARRANT
(Rural Areas)
400
I-
= 300
I--~
"'0
~,-,..
n.,. ~ 200
0,,,
0
; 100
0 ~00
~,~.~--2 OR MORE LANES (MAJOR) 2 OR MORE LANES (MINOR)
%"' 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR)
': OR I LANE (MAJOR) & 2 OR MORE LANES (MINOR)
L~AJOR> & ~ LANS (MI.O.)'
300 400 500 600 700 800
MAJOR STREET-TOTAL OF BOTH APPROACHES- VPH
900 1000
NOTE:
80 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET
APPROACH WITH TWO OR MORE LANES AND 60 VPH APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE.
Traffic Manual
TRAFFIC SIGNALS AND LIGHTING
Figure 9-8
PEAK HOUR VOLUME WARRANT
(Urban Areas)
9-13
600
>, 500
v.j o 400
cc ~ 300
z ~=
0 200
.~ 100
=oRMoRELA?Es<M joR) 2OR,MORE,LANES,(M,.O )
2 OR MORE LANES (MAJOR) & I LANE (MINOR)
AJOR) & 2 OR MORE LANES (MINOR)
I LANE (MAJOR) & I LANE (MINOR) I
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH
NOTE:
150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET
APPROACH WITH TWO OR MORE LANES AND 100 VPH APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE.
9~14
~-~
TRAFFIC SIGNALS AND LIGHTING
Figure 9-9
PEAK HOUR VOLUME WARRANT
(Rural Areas)
Traffic Manual
500
> 400
300
200
oo
0
300
2 OR MORE LANES (MAJOR) & 2 OR MORE LANES (MINOR)
~ -~, 2 OR MORE LANES (MAJOR) & 1 LANE (MINOR)
'~ >~ OR I LANE (MAJOR) & 2 OR MORE LANES (MINOR)
I LANE (MAJOR) & I LANE (MINOR)
iTM i
400 500 600 700 800 900 1000 1100 1200. 1300
MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH
* NOTE:
100 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET
APPROACH WITH TWO OR MORE LANES AND 75 VPN APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE.
IITE CODE: 00000000 CITY OF TEMECULA PAGE: 1
;TREET : Corte Ftorecita FILE: crftor2
.INITS : East of NeadoNs Parkway
:OUNTER#: ~/~ DATE: 11/03/97
FINE NONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY WEEKDAY SATURDAY SUNDAY WEEK
lEGIN 3 4 5 6 7 AVERAGE 8 9 AVERAGE
12:00 AN 0 0 0 8 * 2 * * 2
hO0 0 0 0 * * 0 * * 0
2:00 0 0 0 * * 0 * * 0
3:00 0 0 0 * * 0 * * 0
4:00 0 0 2 * * 0 * * 0
5:00 0 0 7 * * 2 * * 2
6:00 0 0 11 * * 3 * * 3
7:00 0 0 18 * * 6 * * 6
8:00 0 O 38 * * 12 * * 12
9:00 0 0 14 w , 4 * * 4
I0:00 0 0 10 * * 3 * * 3
11:00 0 0 18 * w 6 * * 6
12:00 F14 0 0 14 * * 4 * * 4
1:00 0 0 27 * * 9 * * 9
2:00 0 0 8 * * 2 * * 2
3:00 0 0 10 * * 3 * * 3
4:00 0 0 12 * * 4 * * 4
5:00 0 0 10 * * 3 * * 3
6:00 0 0 10 * * 3 * * 3
7:00 0 0 12 * * 4 * * 4
8:00 0 0 29 * * 9 * * 9
9:00 0 0 8 * * 2 * * 2
}0:00 0 0 10 * * 3 * * 3
11:00 0 1 11 * * 4 * * 4
FOTALS 0 1 279 8 * 88 * * 88
~ AVG WKDAY 0 1.1 317.0 9,1 *
~ AVG DAY 0 1.1 317.0 9,1 *
PEAK HR 12:00 12:00 8:00 12:00 * 8:00 * * 8:00
IOLUNE 0 0 38 8 * 12 * * 12
PEAK HR 12:00 11:00 8:00 * * hO0 * * hO0
IOLUNE 0 1 29 * * 9 * * 9
[TE CODE: 00000000
TREET : NEADOIjS PARKMAY
IllITS : SQUT OF CTE FLO~ECITA
OUNTER# :
CITY OF TEMECULA
INE PA3NOAY TUESDAY MEDNESDAY THURSDAY FRIDAY
EGIN 3 4 5 6 7
MEEKDAY
AVERAGE
SATURDAY
8
PAGE:
SUNDAy
2:00 AN * * 3 1 * 2 * *
1:00 *
2:00 * * 3 2 * 2 * *
3:00 * * 2 2 * 2 * *
¢:00 * * 6 3 * 4 * *
5:00 * * 10 9 * 9 * *
6:00 * 0 43 45 * 29 * *
7:00 * 2 215 46 * 87 * *
8:00 * 38 97 * * 67 * *
P:O0 * 37 40 * * 38 * *
O:O0 * 41 38 * * 39 * *
1:00 * 69 71 * * 70 * *
1
FILE: MPKMYSB
DATE: 11/03/97
AVERAGE
2
1
2
2
9
29
8~
67
39
70
Z:O0 PM * 50 72 * * 61 * * 61
1:00 * 56 39 * * 47 * * 47
2:00 * 164 153 * * 158 * * 158
3:00 * 186 143 * * 164 * *
&:O0 * 104 85 * * 94 * * 94
5:00 * 98 111 * * I0~ * * 104
S:O0 * 81 77 * * 79 * * 79
?:00 * 65 (~ * * 65 * * 65
5:00 * 22 65 * * 43 * * 43
h00 * 25 16 * * 20 * * 20
D:O0 * 12 7 * * 9 * * 9
1:00 * 5 4 * * 4 * * 4
1198
,
,
7:00
87
3TALS * 1055 1367 109 *
AVGI4KDAY * 88,1 114.1 9,1 *
AVG DAY * 88.1 114.1 9.1 *
4 PEAK HR * 11:00 7:00 7:00 *
)LUllE * 69 215 46 *
1198
7:00
87
PEAK HR * 3:00 2:00 * * 3:00 * * 3:00
)LUNE * 1~ 153 * * 164 * * 164
;ITE COOE: 00000000
;TREET : NEN)OMS pARIGJAY
[NITS : $OUT OF CTE FLOREC|TA
:OUNTER# :
CITY OF TEE~
INE NONDAY TUE$OAY WEDNESDAY THURSDAY FRIDAY MEEKDAY SATURDAY
EGIN 3 6 5 6 7 AVERAGE 8
2:00 AN * * 6 3 *
1:00 * * 1 2 *
2:00 * * 2 2 *
3:00 * * 3 3 w
4:00 * * 6 3 *
5:00 * * 9 10 *
6:00 * 0 62 37 *
7:00 w 1 197 166 *
8:00 * 48 86 * *
9:00 * 37 56 * *
0:00 * 47 40 * *
1:00 * 64 61 * *
PAGE: 1
FILE: NPIGJYNB
DATE: 11103197
SUNDAY WEEK
9 AVERAGE
3 * * 3
1 * * 1
2 * *
:5 * * 3
4 * *
9 * * 9
26 * * 26
114 * * 116
67 * * 67
46 * * 46
43 * * 43
62 * * 62
Z:00 PN * 61 72 * * 66 * * 66
1:00 * 54 36 * * 65 * * 45
2:00 * 178 152 * * 165 * * 165
3:00 * 161 139 * * 150 * * 150
6:00 * 100 87 * * 93 * * 93
5:00 * 92 109 * * 100 * * 100
6:00 * 91 71 * * 81 * * 81
?:00 * 72 57 * * 64 * * 64
~:00 * 28 70 * * 49 * * 49
):00 * 25 20 * * 22 * * 22
):00 * 10 10 * * 10 * * 10
1:00 * 5 5 * * 5 * * 5
)TALS * 1076 1335 206
AVG MNDAY * 87,3 108.5 16.7
AVG DAY * 87.3 108.5 16.7
1230
* 12'$0
4 PEAK HR * 11:00 7:00 7:00 *
~UNE * 66 197 146 *
7:00 * * 7:00
114 * * 114
PEAK HR * 2:00 2:00 * * 2:00 * * 2:00
)LUNE * 178 152 * * 165 * * 165
EXHIBIT "C"
SPEED SURVEY DATA
SPEEDPLOT 2 Spot Speed Analysis Ver. 2.00A/MCTRANS
MEADOWS PARKWAY: PAUBA ROAD TO RANCHO VISTA ROAD
DIRECTION(S) ....... N/S
DATE ............... 11/ 4/1997
TIME ............... 2:00
POSTED SPEED LIMIT.40 MPH
CUM
MPH NO. PCT. PCT.
<10 0 0.0 0.0
10 0 0.0 0.0
11 0 0.0 0.0
12 0 0.0 0.0
13 0 0.0 0.0
14 0 0.0 0.0
15 0 0.0 0.0
16 0 0.0 0.0
17 0 0.0 0.0
18 0 0.0 0.0
19 0 0.0 0.0
20 0 0.0 0.0
21 0 0.0 0.0
22 0 0,0 0.0
23 0 0.0 0.0
24 0 0.0 0.0
25 0 0.0 0.0
26 0 0.0 0.0
27 0 0,0 0.0
28 0 0.0 0.0
29 0 0,0 0.0
30 1 1.0 1.0
31 1 1.0 2.0
32 2 2.0 3.9
33 4 3.9 7.8
34 8 7.8 15.7
35 5 4.9 20.6
36 8 7.8 28.4
37 7 6.9 35.3
38 9 8.8 44.1
39 12 11 · 8 55.9
40 8 7.8 63.7
41 7 6.9 70.6
42 6 5.9 76.5
43 5 4.9 81.4
44 6 5.9 87.3
45 6 5.9 93.1
46 2 2.0 95.1
47 2 2.0 97.1
48 1 1.0 98.0
49 1 1.0 99.0
50 0 0.0 99.0
51 0 0.0 99.0
52 1 1 · 0 100.0
53 0 0.0 100 · 0
54 0 0.0 100 · 0
55 0 0.0 100.0
>55 0 0.0 100.0
50TH PERCENTILE SPEED ................. 39
85TH PERCENTILE SPEED ................. 44
10 MPH PACE SPEED .......... 34 through 43
PERCENT IN PACE SPEED .............. 73.5
PERCENT OVER PACE SPEED ............ 18.6
PERCENT UNDER PACE SPEED ........... 7.8
RANGE OF SPEEDS ................. 30 to 52
VEHICLES OBSERVED .................... 102
AVERAGE SPEED ....................... 39.3
CUMULATIVE PERCENT VS. SPEED (MPH)
+ .... + .... + .... + .... + .... + .... + .... + .... + .... +
100 ********100
*** _
90 90
_ · _
80 * 80
_ , _
70 * 70
60 60
_ , _
50 50
_ , _
40 40
_ , _
30 * 30
20 * 20
_ , -
10 * 10
+ .... + .... + .... + .... + .... + .... + .... + .... + .... +
10 20 30 40 50
PERCENT VS. SPEED (MPH)
+ .... + .... + .... + .... + .... + .... + .... + .... + .... +
15 15
10 10
5 5
- I -
+ .... + .... + .... + .... + .... + .... + .... + .... + .... +
10 20 30 40 50
Traffic Manual
EXHIBIT"D"
SCHOOL AREA PEDESTRIAN SAFETY
10-13
10-07.3 Warrams for Adult Cros~Jng Guards
Adult Crossing Guards normally are assigned
where official supervision of elementary school
pedestrians is desirable while they cross a public
highway on the "Suggested Route to School",
and at least 40 elementary school pedcswians for
each of any two hours (not necessarily
consecutive) daily use the crossing while going
to or from school. Adult crossing guards may be
used under the following conditions:
1. At uncontrolled crossings where there is no
alternate controlled crossing within 600
feet; and
In urban areas where the vehicular
waffic volume exceeds 350 during each
of any two hours (not necessarily
consecutive) in which 40 or more school
pedestrians cross daily while going to or
from school; or
In rural areas where the vehicular traffic
volume exceeds 300 during each of any
two hours (not necessarily consecutive)
in which 30 or more school pedestrians
cross dally while going to or from
school.
Whenever the critical (85 percentlie)
approach speed exceeds 40 mph, the
guidelines for rural areas should be
applied.
2. At stop sign-controlled crossing:
Where the vehicular traffic volumes on
undivided highways of four or more
lanes exceeds 500 per hour during any
period when the school pedeswians are
going to or from school.
3. At traffic signal-controlled crossings:
Where the number of vehicular turning
movements through the school
crosswalk exceeds 300 per hour while
school pedestrians are going to or from
school; or
Where there are circumstances not
normally present at a signalized
intersection, such as crosswalks more
than 80 feet long with no intermediate
refuge, or an abnormally high
proportion of large commercial vehicles.
10-07.4 Legal Authority and Program Funding
for Adult Crossing Guards
Cities and counties may designate local law
enforcement agencies, the governing board of
any school district or a county superintendent of
schools to recruit and assign adult crossing
guards to intersections that meet approved
guidelines for adult supervision.
There are various methods for funding a
school adult crossing guard program. One of
these methods is through the use of fines and
forfeitures received under Section 1463 of the
Penal cede. Disposition of these fines and
forfeitures is defined in Sections 42200 and
42201 of the California Vehicle Code. An
example of these dispositions by cities and
counties is as follows:
Disposition by cities (CVC 42200). Fines
and forfeitures received by cities and
deposited into a "Traffic Safety Fund" may
be used to pay the compensation of school
crossing guards who are not regular full-time
members of the police deparunent of the city.
Disposition by county (CVC 42201). Fines
and forfeitures received by a county and
deposited in the road fund of the county may
be used to pay the compensation of school
crossing guards, and necessary equipment
and administrative costs. The board of
supervisors may adopt standards for crossing
guards and has final authority over the total
cost of the crossing guard program.
Another avenue of funding school adult
crossing guard programs is through the use of the
"Crossing Guard Maintenance District Act of
1974." This act defines how a local agency may
form districts within which property and
improvements may be assessed to pay the costs
and expenses of providing school crossing
guards. (Chapter 3.5, Sections 55530-70 of Pan
2, Division 2, Title 5 of the Government Code).
ITEM NO. 5
AGENDA REPORT
TO:
FROM:
DATE:
SUBJECT:
Publie/Traffic Safety Commission
Ali Moghadam, P.E., Associate Engineer
January 15, 1998
Item 5
"No Parking" Zones on Jefferson Avenue North of Winchester Road
RECOMMENDATION:
That the Publie/Traffic Safety Commission recommend that the City Council adopt a resolution establishing
"No Parking" zones on Jefferson Avenue north of Winchester Road.
BACKGROUND:
Jefferson Avenue is designated as a Major four-lane roadway on the Circulation Element of the General Plan.
Currently, parking is restricted on Jefferson Avenue except for two (2) short segments north of Winchester
Road. Parked vehicles, especially large trucks, restrict visibility of the approaching vehicles when exiting
from the adjacent driveways. Therefore, to maintain a uniform and continuous "No Parking" zone on Jefferson
Avenue and to improve sight distance, parking should be restricted on the remaining segments as shown on
Exhibit "B'.
FISCAL IMPACT:
Approximately 220 L.F. of red curb @ $.50 per L.F. =
TOTAL
$110.00
$110.00
1. Exhibit "A" - Location Map
2. Exhibit "B" - Proposed "No Parking" Zones
r:~traffic\commissn~agenda\98\0115\jeffwine.npk/ajp
~ (1VOM MH~LSHI-IDNIA~/~
/
ITEM NO. 6
AGENDA REPORT
TO:
FROM:
DATE:
SUBJECT:
Public/Traffic Safety Commission
~fAnita J. Pyle, Administrative Secretary
January 15, 1998
Item 6
Resolution Establishing Date, Time and Location of the Public/Traffic Safety
Commission Meetings
RECOMMENDATION:
That the Public/Traffic Safety Commission adopt a resolution entitled:
RESOLUTION NO. PTS 98-
RESOLUTION OF THE PUBLIC/TRAFFIC SAFETY COMMISSION
OF THE CITY OF TEMECULA ESTABLISHING THE DATE, TIME
AND LOCATION OF THE PUBLIC/TRAFFIC SAFETY
COMMISSION MEETINGS
BACKGROUND:
At the Public/Traffic Safety Commission meeting of December 11, 1997, the Commission directed staff to
prepare a resolution to establish the third Thursday of each month, 6:00 p.m., City Hall Council Chambers,
as the date, time, and location of the Public/Traffic Safety Commission.
FISCAL IMPACT:
None
Resolution No. PTS 98-
r: \traffic\comtahsn\agenda\98\0115 \meeting. res/a~p
RESOLUTION NO. PTS 98-
RESOLUTION OF THE PUBLIC/TRAFFIC SAFETY
COMMISSION OF THE CITY OF TEMECULA
ESTABLISHING THE DATE, TIME AND LOCATION OF
THE PUBLIC/TRAFFIC SAFETY COMMISSION
THE PUBLIC/TRAFFIC SAFETY COMMISSION OF THE CITY OF TEMECULA DOES
RESOLVE, DETERMINE AND ORDER AS FOLLOWS:
Section 1. That the Public/Traffic Safety Commission will meet regularly on the third
Thursday of each month. Regular meetings shall commence at 6:00 p.m. and adjourn at 9:00
p.m., subject to an adopted motion to extend the meeting.
Section 2. Regular meetings will be held at the Temecula City Hall, 43200 Business Park
Drive, Temecula, California.
Section 3. Resolution No. PTS 93-01 is hereby repealed.
Section 4. The City Clerk shall certify to the passage and adoption of this resolution.
PASSED, APPROVED AND ADOFrED, by the Public/Traffic Safety Commission of
the City of Temecula at a regular meeting held on the 15th day of January, 1998.
John Telesio, Chairman
ATTEST:
June S. Greek, CMC/AAE, City Clerk
[SEAL]
STATE OF CALIFORNIA )
COUNTY OF RIVERSIDE )ss
CITY OF TEMECULA )
I, June S. Greek, City Clerk of the City of Temecula, hereby do certify that the foregoing
Resolution No. PTS 98-01 was duly adopted at a regular meeting of the Public/Traffic Safety
Commission of the City of Temecula on the 15th day of January, 1998 by the following roll call
vote:
AYES:
0 COMMISSIONERS:
NOES:
0 COMMISSIONERS:
ABSENT: 0 C OMMIS S IONERS:
ABSTAIN: 0 COMMISSIONERS:
June S. Greek, CMC/AAE, City Clerk
ITEM NO. 7
TRAFFIC ENGINEER'S REPORT
STAR TRIBUNE
NOVEMBER 2, 1997
A slower
approach to
traffic woes
gains speed
Engineer: Building bigger
roads won't work anymore
By Laur]e Blake ~'~
Star Tribune Staff Writer
The asphalt rebellion has arrived in the Twin
Cities.
Fueled by concern about speeding traffic, streets
are being natrowed to slow cars down; bike and bus
lanes are growing by the mile, and on-street parking
is making a comeback.
Aiding the uprising is Walter Kulash, a consulting
engineer with the unorthodox view that drivers may
be happier on streets that don't move as malay cars
as possible as fast as possible.
In growing demand nationwide by urban plan-
ners looking to re}uvenate aging cities and suburbs,
Kulash, based in Orlando, Fla., has become a regu-
lar consultant in the Twin Cities area. He prescribes
slower speeds. prettier streets and the construction
of light-rail transit for the traffic problems hem.
"For years, all we heard from the cities and
towns that are our clients is, 'More asphalt, more
streets.' "I(ulash said. "Now a lot of the very same
cities that thought their mission was to get people
in and out as fast as possible have begun to realize
what a mistake that was."
Many cities now see the enormous value of
neighborhoods, and they want streets to support
them, he said. Some cities are looking for designs
that make a street a prestigious corporate and retail
address. Some are looking for street designs that
make the most of natural features.
Turn Io TRAFFIC on B4
Consultant advises adding
space for walking, cycling
Kulash said he used to share
the widely held professional view
"that traffic must move at the
highest possible speed and ...
that almost nothing else mat-
tered."
Now he believes that traffic
engineering must balance the de-
sire to move cars against the
needs of pedestrians, bicyclists:
and shoppers. "We are still very
much in favor of traffic moving as
well as possible," he said, "but
our idea of what is 'as well as
possible' has really changed."
Kulash has been hired by St.
Paul to help redesign Shepard
Road; by Roseville and six other
northern suburbs that want to
serve their communities better
with local roads and transit, and
by the University of Minnesota
Design Center for American Ur-
ban Landscape to help first-ring
suburbs cope with the aging Of
their communities.
Roads big enough
His opinions are arresting.
He says, for example, that
there is not much to be done
about freeway congestion.
"Roads and freeways -- their
time has come and gone, essen-
tially," he said. "We can't keep
making them bigger because they
are at a reasonable maximum
now. We think that light rail is
definitely what's next for a city
the size of the Twin Cities.,
Light rail would not greatly re-
duce traffic congestinn, Kulash
concedes, because "as soon as
you reduce traffic or make more
room for it, traffic just expands to
f'dl it up.'
"But it's a huge, huge Irons-
portation solution for people who
[wouldl now have the option tof]
traveling by something other
than sitting in their car," he said.
Something to look at
People who are sitting in a car
are hungry for a better environ-
mont. Kulash says. As proof, he
points to the motorists who cut
through neighborhoods.
"We all thought that was
short-cut traffic," Kulash said.
But "we found that a good hum-
bet of drivers... can't stand to
be out on the ugly, blighted
streets" or waiting for traffic me-
lets. "They would much prefer to
be going slower but without long
delays in a nice environment."
If speed and absence of inter-
raptions aren't the most impor-
tant things to drivers, it may be
possible to improve conditions
for motorists while also improy-
ing the streets for cyclists, pedes-
trians and shoppers, Kulash said.
"An example is changing a
shabby, blighted strip area into a
vibrant town center that makes
most drivers think that the traffic
service has improved even
though it may be slower." he
said.
People want fivability
The notion of "livabiliW,"
however that's measured, is the
part of the asphalt rebellion
catching on quickly in the Twin
Cities area.
"All over the country, traffic is
an issue -- a huge issue," said St.
Paul Public Works Director Stacy
BeckeL "lt's an issue that people
care about and that they com-
plain about. You have to start
experimenting with something
new because there is a demand
out there."
St Paul slowing t afflc
St. Paul is experimenting with
several traffic-shaping strategies,
some with and some without Ku-
tash's help.
i(ulash is helping the city redo-
sign busy Shepard Road, which
runs along the Mississippi River,
to make it safer and more inviting
to development, pedestrians and
cyclists.
The question, Beckar said, is
how can the road be designed to
enhance the riverfront "and how
can it be part of the urban fabric
rather than a road that races
through it?"
On Wabasha Street, one of
downtown St. Paul's tho-
roughfares, the city has made two
dozen loxn-cost improvements
over the F' tst two summers, in-
cluding tht~ addition of 80 on-
street parking spots, a bike lane,
flower beds and banners, brighter
street lights and tidier operations
by store owners.
The goal is to a make the street
"a more pleasant place and em-
phasize it as downtown's main
Comultant Walt~ Kulash
presabee dow~ ~eeds
f~ ~afiic woe~
street," said city engineer Tom
Eggam.
Pedestrians have told the city
in a survey that they feel more
protected from moving cars now
that Wabasha has more on-street
pa~king, and "the parked cars
serve to frame the street a bit,
make it look a little more pleas-
ing, a little buster and a little
more full of people," Eggxun said.
What has been the impact on
traffic?
"It takes longer. but it's 'not
stopped," Eggum said. "If it takes
a couple more minutes to get out
of town and the tradeoff is that
pedestrians feel that their walk is
a lot more pleasam -- that's not a
bad tradeoff," Eggum said.
That's the thinking behind the
asphalt rebellion. But where is
the slower traffic headed?
Toward a transportation sys-
tem more like Europe's, with
more public transit, bike parking
and pedestrian crosswaik~, said
Bob Works, assistant director of
the Department of Transporta-
tion's advanced transportation
systems.
"There is a real awareness that
it's not physically possible or eco-
nomically possible to build our
way out of congestion," Works
said. The department is working
toward making biking, walking
and transit as viable in the next
century as highways have been in
the 20th century, he said.
This squares with Kulash's
view that people should never
have to get on an "ugly, blighted,
six- or seven-lane street" to do
such ordinary things as shopping
for groceries, taking children to
day care or picking up something
at the dry cleaners.
THE CHORRO AREA NEIGHBORHOOD TRAFFIC
CALMING PLAN: A CASE STUDY IN NEIGHBORHOOD
TRAFFIC CALMING
by
Craig S. Neustaedter, P.E., AICP
AI Cablay, MS.
Introduction
Over the last 10 years much has been written and said to promote the concept of
neighborhood traffic calming. In response many traffic engineers, city planners and
community leaders have embraced these concepts and facilitated their rapid
implementation. The Chorro Area Neighborhood Traffic Calming Plan (CANTCP) was
implemented in early 1996 and essentially abandoned 10 months later. It partially
succeeded in accomplishing its objectives of reducing traffic speed and volume on
neighborhood streets. However, it had secondary negative impacts which were
unanticipated. Not the least of these: it divided the community, and this was ultimately the
cause of the plan's abandonment.
Background
In February 1996, the City of San Luis Obispo implemented the Chorro Area Neighborhood
Traffic Calming Plan. The plan entailed implementation of measures which were intended
to dramatically reduce traffic speed and volume on Chorro Street and other streets in its
vicinity. These measures included traffic circles, speed humps, additional stop signs, as
well as other measures.
Chorro Street is an important roadway in the City's circulation system. It is forty feet wide
with two continuous travel lanes and on street parking. It is one of the few continuous
north-south roadways in San Luis Obispo which traverses SR-101, a controlled access
freeway, to provide direct access to the downtown area. It also provides access to SR-101
via ramps that are located on Broad Street, which is one block west of Chorro Street.
Many motorists were inconvenienced by the new traffic calming measures on Chorro
Street, and more than 600 signed a petition in the summer of 1996 asking City Council to
reconsider their installation.
In an effort to achieve community consensus, City Council directed staff to meet with focus
groups of neighborhood residents and Chorro Street motorists, and hire a traffic
engineering consultant to review the plan and prepare an independent assessment of it.
In December 1996, City Council held a public hearing to review the results of the focus
group meetings, and the consultanrs report.
Over 300 people attended the hearing with constituents speaking for and against the plan.
After the public hearing which lasted seven and half hours, Council voted to remove most
of the measures that were implemented on Chorro Street as part of the plan.
Traffic Calming Plan Description
In 1993, after a presentation by David Enwright, an Australian traffic calming advocate, a
group of neighborhood residents organized to seek to have the City address their
concerns about traffic on Chorro Street. In November 1994, they were successful in
getting City Council to redesignate Chorro Street from an arterial to a "Residential
Collector Street" in the City's General Plan. As part of this designation Chorro Street was
mandated in the General Plan to have a maximum traffic volume of 5,000 vehicles per day,
and a maximum speed of 25 mph.
In 1995, the City Council approved the residents request to develop their own traffic
calming plan for Chorro Street, and the adjacent area. City staff was directed to provide
technical assistance. The plan was developed in two workshops led by neighborhood
residents with the assistance from a City transportation planner. The plan was adopted by
City Council in February 1996.
The CANTCP was intended to achieve four objectives. These were:
1)
Immediately reduce traffic speed on Chorro Street from 34 mph to 25 mph or less
and maintain this standard. Maintain traffic speeds of 25 mph on Broad Street.
2)
Overtime, reduce traffic volumes on Chorro Street from 10,000 to 5,000 vehicles per
day and on adjacent streets to 1,500 vehicles per day for each street and maintain
these levels.
3)
Do not allow traffic volumes to exceed standards set by the Circulation Element for
any street within the Chorro area.
4)
Monitor the compliance of all streets within the adjoining Chorro area with
Circulation Element's standards for traffic speed, volume and congestion levels.
Implementation of the plan measures was to be phased over time. Major measures that
were implemented prior to August 1996 are shown on Figure A. These included:
Traffic circles on Chorro Street at Mountain View, Broad Street at Mountain View,
and Meinecke at Benton,
Sixteen new speed humps including nine humps on Chorro Street, three on Murray
Street, and three on Broad Street,
07/15/1997 15:43 ..... .__ PAGE
IN PLACE
Chorro Area Neighborhood
Traffic Calming Plan Evaluation
A
· Elimination of exclusive southbound left turn lane on Chorro Street at Foothill
Boulevard, and detuning of signal timing to discourage use of Chorro Street,
Reduce length of exclusive northbound left turn lane on Chorro Street at Lincoln,
Advisory signs directing through and truck traffic to use Santa Rosa instead of
Chorro Street.
Traffic Data Analysis
Traffic Counts: Surveys of daily traffic counts and speeds were taken before and after
implementation of the first phase of the CANTCP, Thirteen locations in the study area were
surveyed.
Implementation of the first phase of the CANTCP caused a shift of traffic from Chorro
Street to Santa Rosa Street, a major or parallel through street. It also caused a nominal
shift of traffic to Lincoln Avenue, an adjacent local street. On Chorro Street, traffic was
reduced from a maximum of approximately 10,300 ADT, pre-project, to 7,500 ADT after
implementation of the first phase. This reduction in traffic was in accordance with the
CANTCP objectives, however, it did not achieve the stated target of 5,000 ADT.
In addition, the CANTCP caused a reduction of traffic volume on certain local streets in
accordance with plan objectives, and an increase in traffic volumes on other local streets
which was contrary to the plan objectives.
Traffic SFccds: Chorro Street meets the California Vehicle Code criteria for designation
as a residence distdct with a prima fade speed limit of 25 mph. It is 40 feet wide, curb to
curb with more thar~'~w~elling units fronting Chorro Street in a half mile segment.
The prevailing speed on Chorro Street prior to plan implementation was 30 to 35 mph.
The plan measures caused a reduction of about 13%, which is close to the plan's goal of
25 mph.
Traffic Forecasts: The City's traffic model was used to obtain daily traffic forecasts for
General Plan build out conditions.
The three streets of Broad, Chorro, and Santa Rosa constitute a "travel corridor' for north-
south traffic, north of the downtown area. Any action to constrict traffic flow on one of
these three streets could affect flow on the other two.
Under General Plan build out conditions, there would be a significant capacity deficiency
in the travel corridor. Gridlock conditions should be expected unless capacity is
significantly augmented, The traffic model shows that Chorro Street would have to be
widened as a four lane arterial to accommodate forecested traffic demand. Santa Rosa
Street would need to be widened to eight lanes or reconstructed as a controlled access
facility with grade separated intersections.
4
The City Council has considered, but not approved any major improvements on Santa
Rosa Street.
Under the projected gridlock conditions, the traffic calming measures that-were
implemented on Chorro Street would be ineffective. The measures only proved to induce
traffic to be diverted from Chorro Street by making it less easy to drive. If parallel streets
are at gridlock conditions these measures will no longer be effective and more aggressive
measures would be needed. These include measures that physically divert traffic from
this street such as diverters or closure of Chorro Street. There has been no indication of
public support for these more aggressive measures.
Analysis of Major Issues
Stop Signs: Prior to implementation of the first phase of the CANTCP, the City installed
multi-way stop sign controls at seven intersections in the study area.
During the first phase of the CANTCP no additional stop signs were installed. However,
during the next phase of the CANTCP more stop signs were planned for additional
intersections. These intersections would also be multi-way stop sign controlled
intersections.
Chapter IV of the Caltrans Traffic Manual, contains the State's policy conceming
installation of multi-way stop sign controls and identifies the warrants for their installation.
The City adopted a policy to allow the installation of stop signs at intersections in
residential areas that do not meet Caltrans warrants.
Stop sign control warrants have not been analyzed at the intersections on Chorro Street
where additional stop signs are planned, and they may not meet Caltran's warrants.
There are many problems concerning the installation of unwarranted multi-way stop sign
controls. They have been shown to contribute to air pollution, noise, fuel consumption.
They also can contribute to increased vehicle and pedestrian accidents. Also it has been
observed that unwarranted stop signs are contra-indicated as a measure to control vehicle
speed. Drivers will increase speed between stop sign controlled intersections.
However, despite the numerous problems that have been documented concerning
unwarranted stop signs. City Council felt that these were the most appropriate measures
to be retained on Chorro Street, after they decided in December to remove nearly all other
measures.
Traffic Circles: Three traffic circles were installed as part of the first phase of the
CANTCP. These were located on Chorro Street on Mountain View, Broad Street at
Mountain View and Meinecke at Benton Way. An additional traffic circle was planned for
Chorro at Rougeot Place.
5
Traffic circles can be an effective tool to reduce traffic speed. Their effect on controlling
sp~.:.~l depends on the frequency and size of the circles on the travel route. Larger circles
in closely spaced sequence on individual streets have been shown to be highly effective
at controlling speed. Unlike unwarranted stop signs, traffic circles do not have a
significant negative effect on noise, air quality or energy consumption.
Traffic circles can have a negative effect on traffic safety because they cause motor
vehicles to deflect to the right at intersections where they are sited. This causes the
vehicles to encroach in the travel way area that is typically used by pedestrians and
bicyclists.
This characteristic of traffic circles may make them inappropriate for streets such as
Chorro Street, which is relatively narrow (40 feet curb-to-curb) and a designated bicycle
route.
ITE recommended design standards call for a minimum clearance from the outside
perimeter of the traffic circle to the intersection curb return of at least 25 feet. The traffic
circle that was put in place on Chorro Street at Mountain View had a clearance which was
less than this standard, at approximately 13 ~ feet.
In August 1996, the City staff observed that more than one third of the vehicles at the
traffic circles go either over the circle or within four feet of the street curb. Staff also
observed significant encroachments made by larger vehicles including fire trucks and
garbage trucks as they made left turn movements.
Members of the City's bicycle committee reported that they felt "pinched" by vehicles at the
traffic circle entrances and exits. The proximity to motor vehicles caused the cyclists to
feel very unsafe traveling through the traffic circles. The City staff also received letters
from residents and recommendations from the City Bicycle committee which expressed
concern about the traffic circles.
Speed Humps: Within the CANTCP area there are 21 locations where speed humps
were installed, either prior to, or during implementation of the plan's first phase. These
locations are shown on Figure A.
Speed humps can be an effective tool to control traffic speed. Their effectiveness depends
on the profile of the hump and the spacing between humps. Speed humps can also be
effective in reducing traffic volume by inducing drivers to divert to alternative routes without
the humps.
ITE published recommended practices for the design and application of speed humps in
1993. The recommended practices state that speed humps should be only installed on
local two-way residential streets with less than 3,000 vehicles per day and the speed limit
of 30 miles per hour or less.
The ITE guidelines also state that speed humps should not be installed on streets which
are major emergency vehicle mutes.
Representatives of the City Fire Department expressed concern about the speed humps
on Chorro Street. City Fire Station No. 2 is located on 136 North Chorro Street, north of
Foothill Boulevard, Chorm Street is used by the Fire Department as a primary mute for
calls south of Foothill Boulevard, The Fire Department staff believes the speed humps and
the traffic circle on Chorro Street added up to ninety seconds to their average response
time. In addition, they noticed a significant increase of traffic on Santa Rosa Street which
also increased their average response time on that street.
The Fire Department staff was not able to attribute additional maintenance requirements
due to the speed humps. However, them was a concern that the humps were causing
stress cracks to the under carriages of fire vehicles.
Freeway Access at Broad Street: One of the inducements for drivers to use Chorro
Street is that it provides access to SR 101 via Broad Street. Closure of the westbound off-
ramp and eastbound on-ramp at Broad Street is necessary because the ramps are too
dose to ramps at Osos Street and create a capacity deficiency on the freeway. Removal
of the westbound off-ramp and eastbound on-ramp at Broad Street will improve traffic flow
on SR 101 as well as reduca traffic on Chorro Street. However, the City Council does not
support closure of these ramps.
Lessons Learned
Although the CANTCP cannot be regarded as successful, several important lessons have
been learned which can be applied to future traffic calming projects. These include the
following:
1, Avoid an Ad hoc Approach
Anticipate requests for traffic calming by adopting a formal process for their review.
Criteria can be adopted which identify the appropriateness of an area or street for
traffic calming. Also, the process should mandate that any traffic calming request
must be supported by the majority of residents of the area that will be affected. The
process should mandate that prior to approval, technical studies am to completed
to evaluate the impact of traffic calming in the proposed area or street, and to
recommend mitigation to these impacts. Finally, public hearings should be required
to give an opportunity for all community factions to have a voice in the process.
Work to Create Win-Win Solutions
Make sure there exists a strong majority that supports traffic calming in the area
where these measures are to be implemented. Also, remember that motorists are
7
legitimate constituency group and if their needs are ignored, the reaction can be
explosive.
Be An Analyst, Not an Advocate
The analyst (engineer or planner) who is assigned to the project needs to have a
dispassionate interest in seeing the project through to completion, and should avoid
developing a personal or vested interest in promoting the project. Traffic calming
projects am often controversial; the primary responsibility of the analyst should be
to help decision makers see beyond factional opinion, and make decisions that are
well informed. Focus on the following: 1 ) provide technical analysis that is thorough,
factual and timely; 2) make sure that appropriate design criteria are used; and 3)
be ready to advise on any prospective action that may affect public safety or
increase liability exposure.
Fight Against Unrealistic Expectations
Make sure the community leaders and the general public have realistic expectations
concerning what can be accomplished through traffic calming. A few speed humps
and traffic circles cannot overcome powerful a,C.t.E~ractors such as freeway ramps or
a central business district. Also, it needs to be understood that no one can
precisely quantify the effectiveness of traffic calming measures in controlling speed
or reducing traffic.
Don't Ignore the Fiscal Realities
Traffic calming projects can be very costly: running to the hundreds of thousands
of dollars for planning, public participation, design, construction and periodic
monitoring. Help the decision makers by advising them of prospective costs up
front. Consider recommending the formation of an assessment district which will
enable the beneficiaries of neighborhood traffic calming to pay for its costs.
Follow Guidelines of Previous Research
It was unrealistic to hope to achieve a 50 % reductions (10,000 to 5,000 ADT) when
alternative routes were not available. Changing a general plan designation may
placate some residents, but achieving draconian reductions in traffic were near
impossible. Many cities are limiting traffic calming to streets of 3,000 ADT or less.
Advertise,, .Advertise.. ,Advertise...
The typical public hearing advertisement used for most local government hearings
is not enough. A public information campaign should be launched which can
include press releases, special newspaper editorials, radio and TV public service
announcements (PSA's), and newsletters. Advertising is most needed to notify
residents of public hearings, and prior to the start of construction.
40
Application of Speed uurnps
BY ITE TECHNICAL COUNCIL TASK FORCE ON SPEED HUMPS
CHAIRPERSON, R. MARSHALL ELIZER, JR.
· is a summary of a report that is
practice of the institute of
Transportation Engineers. Copies of
the complete proposed recommended
practice are available from the ITE
Bookstore ('Publ. No. RP-023).
Comments arc being sought on
?.his proposed recommended practice
to assist in its consideration for adop-
tion as a recommended practice of
the Institute of Transportation
Engineers. Comments or questions
and any requests for public hearing
should be submitted by August 1,
'1993, to the director of Technical
Programs, Institute of Transportation
Engineers, 525 School St., S.W., Suite
410, Washington, DC 20024-2729
USA, telephone 202/554-8050; fax
Comments and suggested revisions
will be considered and addressed by
the task force before the submittal of
the proposed recommended practice
to the Iustitutc's Standards Approval
Board for final decision on adoption
as a recommended practice of the
Institute.
This report was prepared by a spe-
cial task force appointed by the
lnstituta of Transportation Engineers
Technical Cotmoll in 1988. Members
of this task force were R. Marshall
Elizer Jr. (F) (chairpeach); David F_
Barnhart, P.E. (M); Richard F.
Beaubicn, P.E. (F); Bert Beukcrs,
P.F,. (F); Ian C. Boyd, P.E. CF); John
P. Clement, P.E. (F); Charles E.
DcI~uw Jr. (M); William E. Haro,
P.E. (M); Jim Jarvis; William R.
McGrath, P.E. (H); Kenneth Melston,
P.E. {F); Jere E. Meridlth, P.F_ (F);
Andrew P. O'Brien [M); Sheldon I.
Pivnik {F); Thomas A. Sohrweide,
P.E. (A); Burton W. Stephens; Roy L
Sumner (M); Douglas W. Wiersig
(M).
Certain individual volunteer mere-
ben of the Instltute's recommended
practice developing bodies are
employed by federal agencies, other
governmental offxees, private enter-
prise or other organizations. Direct
partioipation in these activities does
not constitute endorsement by these
government agencies or other organi-
zations or any of the Instilute's rec-
ommended practice developing bod-
ies or any Institute recommended
practi~s that are developed by such
This proposed recommended prac-
tice has been developed in accor-
dtrace with formally adopted Institute
procedures designed to ensure that a
representative ~ross section of parties
Conversion Factors
To convert from to multiply bY
ft m 0.304~
mph kn~ 1.609
is given an opportunity to provide
input, It should be noted that the pro-
posed ree, ommcndations are guide-
lines and do not constitute an exoiu-
sire set of acceptable procedures.
They are not necessarily intended to
supersede specific ]cuzal, regional or
state requirements, although those
agencies might wish to modify their
requirements as a result of reviewing
these recommendations. They will,
however, assist public agencies, as
well as private property owners,. in
understanding the design and epplio
carton issues associated with the pos-
sible use of speed humps, a roadway
geometric design feature intended to
physically reduce vehicle operating
speeds.
Speed humps are in widespread
use throughout the United States,
Europe, Australia and other coun-
tries. The lack of uniform guidance,
comprehensive research and heavy
reliance on individual judgment has
led to hump-type installations that
incorporated poor designs, improper
roadway geometric coordination,
poor choice of construction materials
or methods and absence of needed
signs and markings· The safety of
speed humps and their ability to per-
form their intended use is directly
contingent upon their proper design
and application. When it is deter-
mined thal a residential traffic man-
agement problem exists, and that
speed humps are an appropriate tech-
11 ITE 1993 Compendium of Technical Papers
41
nique to reduce or eliminate the
problem, this rrl~, proposed recom-
mended practin~ will assist in estab*
llshlng locally adopted guidelines for
the design and application of those
geometric desiSn fcatures.
Until the 1970s, the effects of
motor vehicle traffic on the quality of
urban residential environments were
largely neglected as a serious trans-
portation problem. In the past
decade, however, a number of con-
verging forces have increasingly
bwught these effects to the attention
of beth citizens and local transporta-
tion officials. Many local govern-
meats ire fmding themselves under
intense pressure to reducz the speed
and volume of traffic. on neighbor-
hood streets to address both real and
perceived safety and quality of life
issues.
While proper transportation plan-
nlng, subdivision layout and residen-
tial street design arc the most effec-
tive methods of avoiding residential
traffic problems, th~,e goals are not
always achievable. Where problems
exist, traffic management programs
have been demonstrated an~.~sfully
as effective strategies for nddre~ing
resldantial safety and quality d life
issues. They rammain, however, a chal-
lenging task from the engineering,
polltlcml and institutional standpoinl$.
Traffic management strategies
employed to nddress residential traf-
·~c concerns generally can be assigned
to four basic cetegories:
· Es%abllshlng and enforcing general
laws and ordinances.
· Educating residents and motorists.
· lastallieS traffic control devL~s___
· Installing roadway geometric
sign feature~.
Solving residential traffic pwbinms
often involves an approach that
cuplays all of these strategies. The
final tralc managesant prognu for
any area must be developed on a
case-by-case basis using local engi-
neering judgment in eonformance
with local regulations and
This article summarizes "Guldciines
for the Design and Application of
Speed Humps," a proposed recom-
mended practice of the Institute of
Transportation Engineers. The pro-
posed recommended praclice considers
speed humps as a roadway geometric
F~gure 1. The di~erence between a sp4Mal bnmp and a speed hump.
design feature intended to physically
reduce vehicle spe~ Other types d
gcomet~ design features that are not
addrc~ed in this deemneat, but that
could be considered in a residential
tra~ n~uag~n~nt progra~ ar~ raised
intersections, rumble sUips, pavement
width red-~ons, tta~C C~.Jeg, me'Hinn
lion and street closures. Geometric
design fcaUtres should only be installed
after less restrictive strategies have
been considered, and in no event
should theix use be intanded to allow or
ancourage the use of publk streets as
play~xounds.
ITE has recognized the need for
providing transportation professionals
and community leaders with ~trateglas
and techniques for. creating compatible
relationships between residential
neighborhoods and streets. In an
attempt to address that need, the
Institute has developed Rariden~l
Street Design and Traffsc Control, a
book that fully discusses thc history
and causc~ of residential traffic prob-
lems. It provides infommation to
Wanspormtion professionals in ondes-
standing and fwdln5 solutions to these
The proposed recommended prac-
tice is presented in six chaptext. The
following information bridly
rizes the key rcccwn,neudation~ within
c~h of these chapter,_
Chapter 1: Introduction
Included in this chapter is a state-
ment defining the purpose of the pro-
posed recommended practice, which
is to provide guidelines for the design
and application of speed humps,
which arc intended to control vehicu-
lur traffic speeds along a roadway.
Th~y consist of raised pavement con-
strucied or placed in, on and across or
partly across a wadway to reduce the
speed of vehicles traveling along that
roadway. While there might be cer-
tain side effects to speed hump instal-
lations, such as traffic diversion to
other streets, that is not thejr primary
intended purpose.
Speed Humps vs. Speed Bumps
A speed hump is differentiated
from a speed bump as shown in
Figure 1. Speed humps normally have
a maximum height of 3 inches to 4
with a travel length of abeut 12 feet.
Speed bumps, commonly used in
parking lots and on some private
roadways, are generally from 3 in. to
6 in. in hejght with a length of I ft to 3
From an operational standpoint,
humps and bumps have critically dif-
ferent impacts on vehicles. Within
Xypical residential speed ranges,
humps create a gentle vehicle rocking
motion that causes some driver dis-
comfort and results in most vehicles
slowing to near 15 miles per hour at
the hump and 20 mph to 25 mph
between properly spaced humps in a
system. At high speeds, a hump acts
as a bump and jolts the vehicle sus-
· pension and its occupants or cargo.
A bump, on the other hand, causes
siSmificant driver discomfort at typical
residential speeds, and generally
results in vehicles slowing to 5 mph or
less at the bump. At high speeds,
bumps tend to have less overall vehi-
cle impact because nonrigid suspen-
sions quickly absorb the impact
bdorc the vehicle body can rca:t. In
general, bicycles, motorcycles and
other vehicles with rigid or neur-tlgid
suspensions arc more susceptible to
damage and loss of control from
humps and bumps than vehicles with
iTE 1993 Compendium of TechniCal Papers 12
42
0.64 1.~2 'L75 2.22 2.64 2.00 3.31 3.5~ 3.75 3.89 3.97
0.56 1.07 1.53 1.9~ 2.31 2.63 2.89 3A13.28 3.40 3,48
12'
, 4' Speed Hump
3.5' Speed Hump
3' Speed Hump
FeZare ~ T~pkmJ speed hump dim.ado. (parabolic 4-h., 3_~bs. sad 3-bs.).
flexible suspensions. However, speed
humps generally present leu of a risk
to those vehicles than speed k nps.
Whet, desiSned and installed with
proper planning and engineering.
review, speed humps have been found
to be effective at reducing vehicle
speeds without creating accidents or
increasing a~idcnt rates. In fact,
some studies have wncluded that
speed hump installations have actual-
ly reduced accident rates on residen-
tial streets. Also, the 11~ Task Force
found no evidence in the material
reviewed for this report indicating
that properly designed and installed
speed humps have caused or con-
tributed to accidents or increased
accident rates.
Within the United States, speed
humps of varying design routinely
have been installed on privat.e road-
ways and parking lots without the
benefit of proper engineering studies
regarding their design, placement end
impa~t. Speed humps, on the other
hand, have evolved from ex~ensive
research and testing and have been
designed to achieve a specific result
on vehicle operations without impos-
ing an unreasonable or unacceptable
safety risk. The guidelines for speed
humps presented in this proposed
recommended practice are primarily
based on those experiences.
Speed Hmap Development sad
Expexienct
Speed 'humps originally were
developed in the early 1970s by the
Transport and Road Research
Laboratory (TRRL) in Great Britain,
TRRL fn'st tested various hump sizes
end shapes end several vehicle types
operating over a range of speeds.
From this work, the TRRL parabo~c
profile hump was developed (see
Figure 2). Since then, speed humps
have been tested extensively in
Europe as well as Australia, New
Zealand, the United States end other
countties. The U.S. Federal Highway
Administration also performed off-
road testing of speed humps in St.
Louis in 1979. Based upon their find-
legs, they recommended proceeding
wiffi public sweet tests. An emerging
number of cities in the United States
end Canada have begun to use speed
humps based on this research and
experience. For example, in
November 1983, a subcommittee of
the California Traffic Control
Devices Committee issued a report
endorsing the prudent use of speed
humps on public sly,eta.
The results of speed hump
research and testing can generally be
summariz~ as follows:
· Traffic spells are decre~'-~J at the
humps and at locations between
properly spa~ed sueerosive humps.
Speeds of the fastest drivers are
aftacted us well us those of average
drivers. The speed distribution
generally narrows with the greatest
effect on higher vehicle speeds.
· A single hump will only act as a
point speed control. To reduce
speeds along an extended section
of street, a s~ries of humps usually
is needed.
· Speed humps often divert traffic to
other streets, especially in those
situations where a significant
mount of traffic is using the street
as a shortcut, detour or overflows
from a congeared collector or arte-
rial roadway. Volume reductions
also are affected by the number
and spacing of humps and the
availability of alternative mutes.
· Speed and volume modifications
caused by humps tend to remain
constant over
Speed humps have not' been found
to pose a traffic safety hazard
when properly designed and
installed at appropriate locations.
In fact, accident exl~'iencc gener-
ally remains stable or decreases
because of reduced Speeds and vol-
ume, thereby improving the inhero
ent safety of the particular street
or residential area.
If the humps are successful at
reducing speeds, there is probably
fitfie net change in road noise or
possibly eve~ a reduction in noise
levels. Traffic noise generally
decreases with fewer vehicles end
lower speeds, but noise can
increase at the hump, partienlasly
if a significant .number of trucks
use the street,
Adequate signing and marking of
each speed hump is essential to
warn driven of speed hump pres-
ence and guide their subsequent'
action,
A need to slow for speed humps
tends to have a negative impact on
air quality.and energy consump-
tion acsuming traffic volumes
remain constant. For comparison
purposes, this impact is typically
less then the effects of a stop s~gn
installation.
Large trucks, buses end emergency
vehicles must pass over humps at
relatively low speeds or s~guificant
jolts to the vehicle, discomfort or
injury to occupants, end jostling of
cargo might be experienced. Speed
humps have been used to deter
trucks and larger vehicles from
using partiazlar streets.
The majority of local street resi-
dents normally support speed
hump installations and endorse
their continued use,
It also should be noted that some
13 IT/= 1993 Compendium of Technical Papers
speed hump instailations in the
United States and other countries
have been unsuccesdul and ultimate-
ly modified or removed. Factors
resulting in their removal have
included the following:
· Residents' dissatisfaction with the
TRRL hump design and its per-
ceived inability to dramatically
slow vehicle'~ or reduce trafi'xc
umc to a des'fled l~vel.
· ~ policy decision 1o favor traf-
flc circulation needs over rnsi-
dents' quality of life concerns.
· Undcsifed traffic diversion to other
residential streets.
· Aesthetics d the humps and associ-
ated signs and m~rklngs.
· Increased noise level at the home
caused by vehicle rocking and
accclcration/deccleration-
· Impacts on street maintenance
functions such as sweeping and
snow- plowing.
· Concerns with impacts to emer-
gency vehicle response,
· Concerns of increased exposure to
damage claims and lawsuits.
· Limited funding for the initial
installation or continued maintc*
nancc cost of the hump and its
traffic control devices.
Chapter 2: Guidelines
for Speed Hump Use
Tnjs chapter outlines the primary
considerations and criteria for the use
or nonuse of speed humps. The fol-
lowing summarizes the key recom-
mendations of the chapter,
· A traffic engineering study, includ-
ing consideration of alternative
traffic control measures, should
prelude any installation,
· Speed humps should only be
installed on local two-lane residen-
tial streets with less than 3,000
vehicles per day, with a posted or
prima facie speed of 30 mph or
less.
· Hump locations should be closely
coordinated with street geometry
and grades.
· Speed humps should not be
[nstalled on streets with sig~dfxcant
mounts of emergency vehicles,
transit or long wheelbase vehicles.
· Support from a documented major-
ity of affected residents should bc
obtained before any installation,
Chapter 3: CommunHy
Relations and
Adminislmfsve Procedures
This chapter addresses a number
of itcrtn relating to establishing local
procedures, policies and regulations
regarding speed humps. The specific
sections address the foliorAng:
· The need to adopt supporting ordi-
nance~ or regulations.
· Establishment of speed hump
request and evaluation procedures.
· Coordination with emergency ser-
vice priorities, utilities and other
key agencies.
· The need to adopt procedures for
follow-up evaluations and
removal, if necessary.
· Funding responsibilities for instal-
lation, maintenance and removal,
Chapter 4: Design and
Consth tion
Considerations
Once the deals'ton bus been made
to employ speed hump~ in a residen-
tial traffic management program, this
chapter assists in identifying the
essential design and construction con-
siderations, Items discussed are:
· Dimensions and cross sections for
the recommended purebelie pro-
fde hump (12 ft length, with a cen-
terof3h. to4in.).
· Relationship between hump spac-
ing and impacts on vehicle speeds.
· Coordination with traffic control
devices, street lighting, drainage,
utilities and on-street parking,.
· Treatment of humps ends for
curbed and' noncurbed streets.
· SuppoSing signs and markings,
· Construction materisis and proce-
dures.
Chapter 5: Monifodng
and Evaluation
This chapter identffies and discuss-
cs monitoring activities and evalua-
tion processes necessary to fully
understand the impact and eftcalve-
hess of speed hump use, The chapter
addre~es:
· The need for on-site observations
after installation.
· Follow-up studins to '~valuatc
speeds, stop sign obcdience~ travel
time inputs, accident potential and
resident/driver opinions.
· The potential need for noise, v~bra-
lion and air quality analysis in
envh'onmentally sensitive areas.
· The positive or negative impacts on
pedestrian, bicycle and social activ-
ity.
· The possibility of a user cost analy-
sis to determine the economic
inputs on tnffic.
Chapter 6: Other
Considerations
Addressed in this chapter are a
sefiu of issues related W speed hump
use that also should be considered in
establishing a speed hump program.
They are:
* Liability for tort and vehicle dam-
age cl~s.
· Coord'mating busups with pedestri-
an crossing coordination,
* lncorlx>rating busups in new street
design.
· Ability to meet enforcement and
maintenance needs.
Chapter 7: Source
Materials
This chapter lists, in reverse
chronological order, about 150 docu-
ments related to speed humps, bumps
and other residential traffic manage-
ment futures. Many of these docu-
ments have been used as references
by the tt~ Task Force in the prepa-
ration of this proposed recommended
practice, while others have been
included as potential references for
anyone interested in further re~h
of spee~ humps or related features,
Extensive research and nsc
throughout Great Britain, Australia,
the United States, Canada and other
countries indicates that the use of a
properly designed speed hump or
speed hump system, installed using
.... ,-,n., r',,m,'~ndium of Technical Papers 14
the prol~r engineering analysis and
judgment, can bca useful geometric
design feature to manage traffic
speeds on local residential streets.
Speed humps have been found, in
general, to reduce traffic speed, vol-
umes and accidemts depending upon
the sitc-specffic circumstances of the
installation. In addition, they discour-
age through tral~c from using a local
street as an alternative route to incon-
venient or congested arterial and col-
lector systems, Despite concerns of
liability, vehicle damage and eraere
gency Vehiclc impacts, these pwblems
either have not cecurred or have been
found to be minor coosiderlng the
positive aspects of humps.
However, speed humps are not a
cure-all for residential street traffic
problems and should be applied only
where sound engineering judgment
justifies their use. Other passive and
active devices and techniques should
be considered and possibly tested to
determine if l~ss restrictive forms of
traffic manag~nent will address these
concerns. Speed humps should not be
considered an option to good residen-
tial planning and subdivision street
design, nor should they bc used to
conyat streets to playgrounds or oth*
erwise encourage l~estrian activity
in public s~e~ts.
The lack of uniform guidance and
heavy reliance on individual judg-
ment has led to hump-type installa-
tions that incorporated poor design,
improper roadway geometric coordi-
nation, poor choice of construction
materials and methods, and absence
of needed signs and markings. The
safety of speed humps and their abili-
ty to perform their intended use is
directly contingent upon their proper
design and application. When it is
determined that speed humps are an
appropriate traffic management tech-
nique, this ITE proposed recom-
mended practice will assist in the
design, application and evaluation of
those geometric design features. I
15 ITE 1993 Compendium of Technical PaVers
CAPITAL IMPROVEMENT PROJECTS
Monthly Activity Report
NOVEMBER 1997
Submitted by: Joseph Kicak
Prepared by: Don Spagnolod~
Date: December 16, 1997
I. WORK UNDER CONSTRUCTION:
1.1-15/Winche~ter Road InterchnnEe Modifications:
The project is complete and maintenance of the improved areas including the widened section of the
Winchester Road (79N) bridge, northbound exit ramp and auxiliary lane, and the northbound loop entrance
ramp has been transferred to Caltrans.
2. 1-15alancho California Road Interchange Modifications:
A preconstruction meeting has been scheduled with the contractor for Thursday, December 8 and the
construction of the improvements is scheduled to begin in early January. GTE's phone line relocalion work
currently under consUuction has been delayed due to a cable shortage and the work will be completed in mid-
January. This project includes widening the Rancho California Road Bridge and provides a new northbound
loop entrance ramp.
3. City Wide Intelligent Traffic Manaeement System fiTMS}:
The contractor has completed upgrading of the traffic signal controllers and the remaining work is scheduled
to be completed by December 17. The consultant has ordered the computer system per the project's
specifications and will install the software as soon as the system is delivered. The complete system should be
in operation by January 1998. The consultant will be monitoring the system and training the City staff for
one year after the date of operation.
4. ADA Irailrovement Project:
A pre-construction meeting was held on November 20. The construction is scheduled to begin the second week
of December. The improvement project will include sidewalk access ramps, new playground equipment, and
rubberized surfa(mg around existing play equipment for access by wheel chairs at Veterans Park, John Magee
Park, and Calle Aragon Park as well as ADA improvements to Raneho Vista fields at the Rancho California
Sports Park. The project is scheduled for completion the first week of March 1998.
II. WORK IN DESIGN:
1.1-15/Overland Drive Over Crossing lnlOrovements:
The roadway plans have been submitted and signed by Caltrans (District 8). The structural plans have already
been approved ar~l signed by Caltrans, Division of Structures. SCE is also working on the design for the
relocation of Ihe existing 115, 33, & 12 K'VA overhead power fines. These lines are scheduled to be relocated
concurrently with the construction of the proposed Overland Drive Over Crossing Improvements. The
transmission and distribution sections of SCE have ~nalized their alignment and the City's consultant is
preparing legal descriptions and plats for the SCE easements and temporary construction easements.
2. Marpdta Community Park:
The project is currently out for public bidding which will close on January 15, 1998. The project
improvements will include restrooms, parking areas, picnic areas, play equipment, tennis courts, roller
hockey rink, ballfields, lighting, picnic shelters, sidewalks, landscaping with open turf areas as well as
widening Margarita Road adjacent to the park to its ultimate width.
3. FY96-97 Pavement Management System:
An amendment is being processed for the consultant to perform extra field and office work to remove and
reconstruct several damaged driveways along Jefferson Avenue. The consultant anticipates submitting plans
within four weeks after the amendment is processed. This project will provide street rehabilitation of Jefferson
Avenue from the northerly City limits to Rancho California Road. This project will also include the
installation of street lighting along the entire length of the project.
4. Pavement Mana/,ement System Up-Date:
The consultant has submitted a draft report for the public parking facilities and is in the process of ~nalizing
the P.M.S. Up-Date report for the entire city. This project will review and update the existing Pavement
Management System computer program which will include new streets which were added to the City's
maintained system, preparing a new 5-year street maintenance program, and updating the computer generated
City map.
5. Winchester Road & Ynez Road Street Wideni~lg:
The consultant submitted the 95% design of the proposed improvements for review by the City and Caltrans
which will be reviewed by December 19, 1997. Utility Companies are also reviewing the plans to identify
potential conflicts with the proposed improvements. The scope of work includes the street widening
improvements on the south side of Winchester Road between Ynez Road and Margarita Road, and the
improvements on the east side of Ynez Road between Winchester Road and Overland Drive.
6. Overland Drive Street Improvements & Margarita Road Street Widening:
The consultant has submitted the construction plans of the proposed improvements on Overland Drive between
Ynez Road and Margarila Read and Margarita Road from Overland Drive to Winchester Road for City review
which will be returned December 24, 1997. Also the utility companies have been notified to address potential
conflicts or new facilities which may be proposed.
7. Winchester Creek Park:
Design for the park project is substantially complete and public bidding for the project is anticipated to begin
the third week of December. The developer east of the park will be installing fill slopes along the easterly
park boundary to meet proposed park elevations. The developer will also install a 36" diameter storm drain
pipe along the southerly park boundary to drain the proposed subdivision as well as the park. Plans for the
slopes and storm drain improvements have been approved and the developer will be permitted to begin the park
site work the second week of December. The project consists of a 4.5 acre neighborhood park with various
improvements including restrooms, basketball courts, volleyball courts, play equipment, polygon shelters with
picnic tables, concrete walkways, and a parking lot.
8. Flashing Beacons at Variou~ Locations:
The consultant has submitted first plan check for staffs review. Staff anticipates returning the plans to the
consnilant the week of December 15. This project consists of installing flashing beacons that warn of children
in the immediate area at 10 different school sites throughout the City.
R:~I~OACTRPT%CIP\97%DEC.MAR seh
9. Cosmic Drive and &lena Street - Street Sidewalk PrOject//6:
The project consists of the installation of sidewalks on the west side of Cosmic Drive between Rancho
California Road and Ageoa SWeet and south side of Agena Street between Santa Cecilia Drive and Cosmic
Drive. The design is substantially complete and the project is anticipated to bid by late December.
10. Marg~rita Road Sidewalk Illancho Vista to Pauba):
The improvements will include the installation of concrete curbs, gutter, and sidewalk along the west side of
Margarita Road between Rancho Vista Road and Pauba Road. The sidewalk will be located across from the
high school and also improve access to the Rancho California Sports Park. Also, as part of the design,
additive alternate improvements will include ADA ramp access from Margarita Road to the adjacent ballfields
along with an expanded parking area. First plan check review has been completed by staff and revisions to
the drawings are currenfiy underway.
11.1-15/Winchester Southbound Off-ranlp Widenirlg:
The consultant has completed the surveying, geotechnical, and environmental work for this project. The
project will provide an additional left turn lane from the southbound off-ramp onto Winchester Road. This
project will also require a retaining wall between the southbound off-ramp and the southbound loop on-ramp
due to the existing grades in the area of the ramp widening. The consultant is expected to submit the first plan
check to Caltrans and the City in the first week of December.
12. Winchester Road Median [shqds:
The consultant has returned the traffic analysis for staffs second review. The preliminary design is expected
to be submitted the week of December 8. TMs project includes installation of median island with landscaping
and irrigation along Winchester Road between Enterprise Circle West and Jefferson Avenue along with the
installation of a traffie signal at Enterprise Circle West. Also, the existing median island at Jefferson Avenue
will be modified to provide for a longer left turn pocket for east bound traffic.
13. pala Road Bridge:
A Consultant is in the process of preparing the preliminary documentation required by Caltrans to receive
HBRR Funds as well as performing utility research and design surveys. This project will include the
realigrmaent of Pala Road from Highway 79 South to Rainbow Canyon Road, which will require that a new
bridge be construeled, two new traffic signals to be installed, the removal of one traffic signal, the installation
of sound walls, sidewalks, landscaping, irrigation, street lighting, bike lanes, signing, striping, channel
improvements, and provisions for Weftand Mitigation.
R:\MOACTRPT\CIP\gT~DEC.MAR seh
TO,'
FROM:
DATE:
SUBJECT:
MEMORANDUM
Joseph Kicak, Director of Public Works/City Engineer
Brad Buron, Maintenance Superintendent
December 1, 1997
Monthly Activity Report - November, 1997
The following activities were performed by Public Works Department, Street Maintenance Division in-
house personnel for the month of November, 1997:
I. SIGNS
A. Total signs replaced 35
B. Total signs installed 17
C. Total signs repaired 0
II.
TREES
A. Total trees trimmed for sight distance and street sweeping concerns
116
III.
POTHOLES
A. Total square feet of potholes repaired
578
IV.
CATCH BASINS
A. Total catch basins cleaned
530
Ve
RIGHT-OF-WAY WEED ABATEMENT
A. Total square footage for right-of-way abatement
VI.
GRAFFITI REMOVAL
A. Total locations 17
B. Total S,F. 1.670
VII.
STENCILING
A. 334 New and repainted legends
B. 260 L.F. of new and repainted red curb and striping
Also, City Maintenance staff responded to 32 service order requests ranging from weed abatement,
tree trimming, sign repair, A.C. failures, litter removal, and catch basin cleanings. This is compared
to 54 service order requests for the month of October. 1997.
The Maintenance Crew has also put in 74 hours of overtime which includes standby time, special
events and response to street emergencies.
The total cost for Street Maintenance performed by Contractors for the month of November. 1997
was $7.246.00 compared to $148,749.24 for the month of October. 1997.
Account No. 5402 $7.246.00
Account No. 5401 $ '0-
Account No. 999-5402 $ -0-
CC:
Don Spagnolo, Principal Engineer - Capital Projects
Ron Parks, Principal Engineer - Land Development
Ali Moghadam, Associate Engineer - (CIP/Traffic)
STREET MAINTENANCE CONTRACTORS
The following contractors have performed the following projects for the month of November, 1997
DATE DESCRIPTION TOTAL
ACCOUNT STREET/CHANNEL/BRIDGE OFWORK COST
//5402 SIZE
BECKER ENGINEERING
Vanous Locations
CONTRACTOR:
Date: 11/7/97
Repair, Straighten and Weld 7 Type 302
Drains
CONTRACTOR:..
TOTAL COST
NELSON PAVING
Date: 11/6/97 Rainbow Canyon Road Between Pothole Repairs
Ternecula Creek Inn and City Limits
CONTRACTOR:
Date: 11i13/97
MONTELEONE EXCAVATING
Calle De Velardo
#5402
Total A.C.
Total S. F.
TOTAL COST
R.O.W. Erosion Control
$1,796.00
10 Tons
1,600
$3,450.00
TOTAL S.F.
TOTAL A.C.
TOTAL AMOUNT ACCT #5402
TOTAL COST
$2,000.00
1.600
10 Tons
$7.246.00
*" I
z~
z
ooo ooo oo ~~
MEMORANDUM
TO: Joseph Kicak, Director of Public Works/City Engineer
FROM: ~ Brad Buron, Maintenance Superintendent
DATE: January 5, 1998
SUBJECT: Monthly Activity Report - December, 1997
The following activities were performed by Public Works Department, Street Maintenance Division in-
house personnel for the month of December, 1997:
I. SIGNS
A. Total signs replaced
B. Total signs installed
C. Total signs repaired
II.
TREES
A. Total trees trimmed for sight distance and street sweeping concerns
III.
POTHOLES
A. Total square feet of potholes repaired
IV.
CATCH BASINS
A. Total catch basins cleaned
RIGHT-OF-WAY WEED ABATEMENT
A. Total square footage for right-of-way abatement
10.570
VI.
GRAFFITI REMOVAL
A. Total locations 20
B. Total S.F. 1.986
VII.
STENCILING
A. 96
B. 385
New and repainted legends
L.F. of new and repainted red curb and striping
Also, City Maintenance staff responded to 56 service order requests ranging from weed abatement,
tree trimming, sign repair, A.C. failures, litter removal, and catch basin cleanings. This is
compared to32 service order requests for the month of November. 1997.
The Maintenance Crew has also put in 162 hours of overtime which includes standby time, special
events and response to street emergencies.
The total cost for Street Maintenance performed by Contractors for the month of December. 1997 was
$118.341.79 compared to $7,246.00 for the month of November. 1997.
Account No. 5402 $ 82,830.79
Account No. 5401 $ 30,543.00
Account No. 999-5402 $ 4,968.00
CC:
Ron Parks, Principal Engineer - Land Development
Ali Moghadam, Associate Engineer - (CIP/Traffic)
STREET MAINTENANCE CONTRACTORS
The following contractors have performed the following projects for the month of December, 1997
ACCOUNT STREET/CHANNEL/BRIDGE
CONT~'TORi" .IBECKER ENGINEERING
Date: 12/24/97 Citywide P.C.C. Repairs
Date: 12/23/97
//5402
Rancho California Road ~ Vincent
Moraga
CONTRACTOR:
Date: 12/08/97
NELSON PAVING & GRADING
Rainbow Canyon Road
Date: 12/08/97
//5402
Rainbow Canyon Road @ Pechanga Creek
Bridge
"Emergency Work"
DESCRIPTION TOTAt COST
R&R 2,872 S.F. of Sidewalk
R&R 734 L.F. of Curb &
Gutter
TOTAL P.C.C.
TOTAL COST
A .C. Repairs to Intersections
64 Yds. P.C.C.
46 Yds. P.C.C.
110 YDS.
$30,255.25
TOTAL S.F. 1,200
TOTAL A.C. 10 TONS
TOTAL COST $3,908.00
Grinding & Replace with 1.5" A.C.
TOTAL S.F. 9.076
TOTAL A.C. 80 TONS
TOTAL COST $12,950.00
Repairs W BridgeAbutme~Due~ H~ R~
TOTAL S.F.A.C.
TOTAL S.F.P.C.C.
TOTAL P.C.C.
TOTAL A.C.
TOTAL AMOUNT ACCT.//~402
TOTAL COST
$1,~3.74
10,276
3,606
110 YDS.
90 TONS
$82,830.79
STREET MAINTENANCE CONTRACTORS
The following contractors have performed the following projects for the month of December, 1997
ACCOUNT STREET/CHANNEL/BRIDGE
CONTRACTOR: .. MONTELEONE EXCAVATING
Date: 12/11/97 Walcott Lane
"Emergency Work"
DESCRIPTION TOTAL
Removal of Silt & Debris from V-Ditch's Due
to Heavy Rains
Date: 12/11/97
//5402
Walcott Street & Calle Girasol
"Emergency Work"
TOTAL COST $2,316.00
Repairs to Existing And Add New Over-The-
Side Drains to R.O.W. Due to Heavy Rains
CONTRACTOR:
Date: December
1997
PACIFIC STRIPING
Citywide Restriping
TOTAL COST
$1,882.00
Restripe 500,179 L.F. of Traffic Striping
CONTRACTOR :.
Date: 12/03/97
//999-5402
MONTELEONE EXCAVATING
Santiago Road Area
Liefer Road Area
"Emergency Work"
TOTAL COST $29,935.80
Grading and Repairs to All Dirt Roads Due to
Heavy Rains
Date: 12/13/97
//999-5402
Santiago Road Area
Liefer Road Area
"Emergency Work"
TOTAL COST $1,520.00
Grading and Repairs to All Dirt Roads Due to
Heavy Rains
TOTAL COST 83,448.00
TOTAL AMOUNT ACCT ~ ~
# 999-5402
STREET MAINTENANCE CONTRACTORS
The following contractors have performed the following projects for the month of December, 1997
DATE
ACCOUNT STREET/CHANNEL/BRIDGE
//5401
:.
CONTRACTOR:' MONTELEONE'EXCAVATING
Date: 12/13/97 Santiago Road
Desilting Ponds
# 5401
"Emergency Work"
DESCRIPTION TOTAL
Remove Silt & Debris From 3 Ponds and
Repair or Rebuild Ponds Due to Heavy Rains
Date: 12/11/97
# 5401
Jedediah Smith
Desilting Ponds
"Emergency Work"
TOTAL COST $11,179.00
Remove Silt & Debris From 2 Ponds and
Repair or Rebuild Ponds Due To Heavy Rains
Date: 12/11/97
# 5401
Via Lobo Channel
"Emergency Work"
TOTAL COST
$6,370.00
Removal and Hauling Away of 2,400 Tons of
Silt & Debris From Channel Due to Heavy
Rains
TOTAL COST $12,994.00
Date:
Date:
#--
TOTAL COST
TOTAL COST
.....
TOTAL AMOUNT ACCT I $30,543.00
//5401
(.,1...i
oo~.~ °08
~ ~ o
~<~ <
ITEM NO. 8
POLICE CHIEF'S REPORT
TO:
FROM:
DATE:
RE:
City Council
Public/Traffic Safety Commission
Ronald Bradley, City Manager
December 16, 1997
POLICE DEPARTMENT ACTIVITY REPORT FOR November, 1997
The following report reflects Part One crimes, traffic enforcement and miscellaneous activity
occurring during November of 1997. Part One crime statistics are displayed by district within the
City, providing stable parameters for monitoring criminal activity, and aiding in planning police
resoume deployment.
The Police Department issued 355 traffic citations last month, which compares with 487 issued in
November of 1996. The number of injury accidents decreased slightly while the number of non-
injury collisions increased only slightly this month as compared to November of 1996. Temecula
experienced no fatal traffic collisions in November. Arrests for driving under the influence of
alcohol decreased slightly from November of 1996. Robberies increased as did felony assaults
compared to one year ago. Reported burglaries and grand thefts decreased by roughly 40%
compared to November 1996. Auto thefts increased slightly over last year. An'ests made during the
month were down significantly from the previous year' s figure.
The Police Department responded to thirty-one "priority one" calls for service during the month of
November, with an average response time of approximately 5.5 minutes. A total of 2,273 calls for
police service were generated in the City of Temecula during the month.
During the month of November, the Temecula Police Department's storefront served a total of 223
people. The number of citizens utilizing this facility remained fairly steady. Fifty people were
fingerprinted, twenty-one people made police reports and fifteen people had citations signed off and
two solicitor's permits were issued. In addition, one juvenile was provided with counseling at the
request of their parents.
POLICE DEPARTMENT ACTIVITY
November, 1997
Crime Prevention Officer Lynn Fanene participated in a number of special events and community
oriented programs during the month. Officer Fanene held a semi-annual Neighborhood Watch
Coordinator's Meeting on November 5 at Margarita Middle School. On November 12, Officer
Fanene spoke to 50 parents and teachers from the Temecula Play and Learn Center about Domestic
Violence. On November 19, he and Sergeant Bill DeLuna conducted a safety presentation to
employees of First Pacific National Bank. Officer Fanene also wrote a news article for the Valley
Business Journal entitled "What You Can Do About Mail Theft During the Holiday Season."
The POP Team of Deputies Jeff Kubel and Steve Mike completed training of citizen volunteers who
are the core of the TAG (Temecula Against Graffiti) Program. One surveillance program was
initiated focusing on problem sites however, no arrests were made.
On November 21, the traffic team conducted its monthly Operation ERACIT DUI checkpoint. The
operation resulted in the arrest of nine persons for DUI.
Officer Joey Nardone and his dog, Hunter, completed a four week narcotics detection training course
on November 14. This training means that Hunter can be used to detect narcotics during search
warrants, traffic stops and whenever there is a suspicion that illegal narcotics may be present. This
training adds another dimension to the resources already available to our officers for the protection
of our community.
The Second Annual Police Canine Trials were held in Temecula on November 14 and 15. Over fifty
competitors from as far away as Cotati, California attended. The trial consisted of events in drug
detection, obedience, agility, area search and building search. Hunter and Officer Nardone took
second place in drug detection and third place in both obedience and agility events. This was
impressive considering that Hunter is only 18 months old and has been in service less than one year.
Volunteers from the community continue to be an integral part of the Ternecula Police Department's
staff. Under the guidance of volunteer coordinator Ed Bekas, the Police Department's volunteer staff
contributed 587 hours of service in November.
Temecula Police
Department
Monthly Statistics
November 1997
Prepared: December 1997
Statistical Information
Map of Districts .........................................................................
November 1997 Crime and Activity Totals ......................................
Page
1
2
Graphs
Part 1 Property Crimes ...............................................................
Part 1 Persons Crimes ..............................................................
Activity Breakdown by District .....................................................
Burglaries by District .................................................................
Burglary Comparison ................................................................
Arrest Statistics ........................................................................
Miscellaneous Activity ...............................................................
Traffic Violations .......................................................................
Traffic Collisions ......................................................................
Narcotic Activity .......................................................................
4
5
6
7
8
9
10
11
12
13
City of Temecula
Reporting Districts
CR. TME A B C D E F G H I SUB-TOTAL
HOMICIDE 0 0 0 0 0 0 0 0 0 0
RAPE 0 0 1 0 0 1 0 0 0 2
ROBBERY 0 0 0 0 3 0 0 0 0 3
FELONY ASSAULT 0 1 1 0 0 0 3 4 0 9
TOTAL PERSONS I ol 11 21 01 31 11 3i 41 o
BURGLARY 1 1 4 3 5 1 1 2 0 18
GRAND THEFT 0 0 0 2 1 3 0 4 0 10
AUTO THEFT 1 0 1 2 0 1 2 2 0 9
ARSON 0 0 0 0 0 0 0 0 0 0
TOTAL PROPERTY I 2 11 S 71 6 SI 31 8 0 37
GRAND TOTAL 2 2 7 7 9 6 6 12 O 51
HAZARD QTES 2 11 5 1 5 20 1 3 3 51
NON-HAZARD CITES 4 2 2 2 4 11 9 7 3 44
PARKING CITES 11 3 4 9 15 43 6 12 2 105
TOTALCZTES I 17 16l 11 121 24l 741 161 22 8 200
DIST, PEACE 8 13 5 2 12 10 16 12 2 80
SHOPLIFT 0 1 0 0 0 6 1 1 0 9
PETTY THEFT 1 3 3 1 6 3 0 6 1 24
VANDALISM 0 3 5 2 3 0 1 8 2 24
MISD. ASSAULT 4 1 2 0 1 2 5 1 0 16
ALARMS 16 15 7 59 80 47 2 15 7 248
PUBLIC INTOX. 0 1 1 0 5 0 2 0 0 9
DUI 0 1 1 0 5 0 2 0 0 9
TIC INJURY 0 0 0 0 1 1 1 0 1 4
FATAL TIC 0 0
TOTALT/C I 21 6[ 21 31 151 201 41 31 3 58
RESID, BURGLARY 0 0 2 0 1 0 0 2 0 5
COMM. BURGLARY 1 1 0 0 3 1 0 0 0 6
OTHER BURGLARY 0 0 2 3 1 0 1 0 0 7
VEHICLE BURGLARY 0 0 0 1 0 0 0 0 0 1
FELONY ARRESTS 8
TOTAL ARRESTS I 71 Sl Sl 11 71 61 101 51 49
TOTAL ACTTV/TY I sol 621 441 861 1601 1681 ssl 8ol 231 728
Page 2
CR/HE ] K L 14 N O P Q SUB-TOTAL TOTAL
HOMICIDE 0 0 0 0 0 0 0 0 0 0
RAPE 0 1 0 0 2 0 0 0 3 5
ROBBERY 0 0 0 0 0 0 0 0 0 3
FELONY ASSAULT 1 2 0 1 1 0 0 0 5 14
TOTAL ,ERSONS I ~1 31 el ~1 3 el O el 8 22
BURGLARY 3 0 6 0 1 1 1 0 12 30
GRAND THEFT 0 0 3 0 0 0 2 0 5 15
AUTO THEFT 0 2 1 0 0 0 0 1 4 13
ARSON 0 0 0 0 0 0 0 0 0 0
TOTAL,RO,ERTY I 31 21 Z01 0l ~1 11 31 ZI 211 58
GRAND TOTAL 4 5 10 I 4 I 3 I 29 80
HAZARD CITES 2 20 2 4 3 0 3 22 56 107
NON-HAZARD CITES 6 7 1 1 1 0 5 14 35 79
PARKING CITES 14 17 5 3 4 1 15 5 64 169
TOTALCTTES I 22 441 81 81 81 1 231 411 1551 3SS
DIST, PEACE 13 28 13 0 16 1 7 5 83 163
SHOPLIFT 0 0 0 0 0 0 0 0 0 9
PETTY THEFT 4 1 3 0 1 0 0 0 9 33
VANDALISM 2 2 0 3 3 0 2 0 12 36
MISD. ASSAULT 2 4 1 0 3 0 2 1 13 29
ALARMS 45 16 21 9 12 3 18 12 136 384
PUBLIC INTOX. 12 0 0 0 0 0 0 0 12 21
DU~ 5 1 1 0 0 1 0 3 11 2O
TOTAL 831 S21 391 ~.21 35 Sl 291 21 2761 695
T/C NON-INJURY 6 4 3 84
FATAL T/C 0 0 0
TOTAL T/C I 6 S I 31 41 61 01 41 41 3 21 9 0
RESID, BURGLARY 0 0 4 0 0 1 0 0 5 10
COMM. BURGLARY 0 0 0 0 0 0 1 0 1 7
OTHER BURGLARY 3 0 2 0 1 0 0 0 6 13
VEHICLE BURGLARY 0 0 2 0 0 0 0 0 2 3
TOTAL ARRESTS I 211 61 31 01 31 41 21 Sl 441 93
TOTALACTZVTTY 1~151 1061 601 251 531 71 591 671 4921 1220
Page 3
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ITEM NO. 9
FIRE CHIEF'S REPORT
January 8, 1998
To:
Temecula City Council
Temecula Public Safety Commission
Attn: Mr. Ron Bradley
Temecula, City Manager
RE:
TEMECULA FIRE SERVICES
December 1997, Activity Reports
Fire suppression and fire prevention statistics for the month of
December are attached to this letter. The most significant
incident to report during this period is a single family residence
structure fire on December 27, located in the 41000 block of Camino
de la Torre Drive. It resulted in a $300,000 dollar loss; $70,000
to the contents, and $230,000 to the structure itself.
All other incidents during this reporting period were routine in
nature.
If you have any questions or concerns related to your fire
protection services, please feel free to contact me.
By:
John J. Winder
Battalion Chief
Temecula Battalion
DECEMBER 1997
EMERGENCY RESPONSES 12 73 84 TOTAL
Structure Fires 5 9 5 19
Vehicle Fires 5 I 0 6
Vegetation Fires 0 0 0 0
Other Fires 2 I 2 5
Medical Aids 86 62 75 223
Traffic Collisions 10 25 10 45
False Alarms 23 28 6 57
Fire Menace Standbys 5 5 2 12
Public Service Assists 14 15 6 35
Assists and Covers 8 23 0 31
TOTAL 158 169 106 433
Community Activities 3 3 3 9
School Programs 0 0 0 0
Fairs and Displays 0 0 0 0
Company Inspections 0 104 20 124
LE-38 Dooryard Inspections 0 0 0 0
Fire Investigations 0 0 7 7
Burning Permits Issued 9 0 2 11
TOTAL 12 107 32 151
DECEMBER RESPONSE TOTALS
433 RESPONSES
Assists and Covers (31)
Public Service Assists (35)-
ire Menace Standbys (12)
-Structure Fires (19 )
Fires (6)
etation Fires (0)
(5)
False Alarms (57
Traffic Collisions (45)-
-Medical Aids (223)
STATION 12
DECEMBER RESPONSES TOTALS
Assists and Covers (8
Public Service Assists (14
Fire Menace Standbys (5
-Structure Fires (5)
~-Vehicle Fires (5)
9tation Fires (0)
Fires (2)
False Alarms (23
Traffic Collisions (10 ) ~
- Medical Aids (86)
STATION 73
DECEMBER RESPONSE TOTALS
Assists and Covers (23
Structure Fires (9)
c le Fires (1)
etation Fires (0)
(1)
Public Service Assists (15)"2'
Fire Menace Standbys (5) "
Medical Aids (62)
False Alarms (28)
25 ~
Traffic Collisions ( )
STATION 84
DECEMBER RESPONSE TOTALS
Public Service Assists (6)-
Fire Menace Standbys (2
False Alarms (6)-
Traffic Collisions (10
Structure Fires (5)
i-Vehicle Fires (0)
Vegetation Fires (0)
Fires (2)
Aids (75)
STATION REPONSE TOTALS
DECEMBER BREAKDOWN
84 (106
73 (169 )'j" ...."" ~'
-,-12 (158)
ITEM NO. 10
COMMISSION REPORTS