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HomeMy WebLinkAbout01-22-2002 City Council Special Agenda Packet AGENDA ADJOURNED MEETING/JOINT SESSION SARATOGA CITY COUNCIL . PLANNING COMMISSION HERITAGE PRESERVATION COMMISSION JANUARY 22, 2002 ADJOURNED MEETING/JOINT SESSION-7:00 P.M. ADULT CARE CENTER -19655 ALLENDALE AVENUE CALL MEETING TO ORDER - 7:00 P.M. MAYOR'S REPORT ON CLOSED SESSION PLEDGE OF ALLEGIANCE ROLL CALL REPORT OF CITY CLERK ON POSTING OF AGENDA (Pursuant to Gov't. Code 54954.2, the agenda for this meeting was properly posted on January 18,2002) COMMUNICATIONS FROM COMMISSIONS & PUBLIC Oral Communications on Non-Agendized Items Any member of the public will be allowed to address the City Council for up to three (3) minutes on matters not on this agenda. The law generally prohibits the council from discussing or taking action on such items. However, the Council may instruct staff accordingly regarding Oral Communications under Council Direction to Staff. Communications from Boards and Commissions None Written Communications None Oral Communications -Council Direction to Staff Instruction to Staff regarding actions on current Oral Communications. ARCHIVE COPY [` JOINT MEETING WITH PLANNING COMMISSION Planning Commission a. Introduction b. Housing Element Status Report c. Land Use Element Update Issues ADJOURNMENT TO JOINT MEETING WITH HERITAGE PRESERVATION 2. Heritage Preservation Commission a. Introduction b. General Overview of the Commission c. Discussion on the Current Height Limit of 26 feet for Residential Structures CONSENT CALENDAR Approve Council Meeting Minutes Adjourned Meeting -January 8, 2002 Recommended action: Approve minutes. NEW BUSINESS 4. Adopt Resolution in Support of the Roberti-Z'Berg-Hams Urbanized Area Needs- Basis Grant Application for the Azule Pazk Improvement Project Recommended action: Adopt resolution. 5. Congress Springs Grand Opening Recommended action: Set date. 6. Discussion Neighborhood Traffic Management Program and School Traffic Calming Program Recommended action: Informational only. 7. Appointment of Mayor Nick Streit as 3rd Alternate on the Solid Waste Joint Powers Association. Recommended action: Approve appointment. CITY COUNCIL ITEMS OTHER 2 r CITY MANAGER'S REPORT ADJOURNMENT In compliance with the Americans with Disabilities Act (ADA), if you need special assistance to participate in this meeting, please contact the Ciry Clerk at (408) 868-1269. Notifzcation 48 hours prior to the meeting will enable the City to make reasonable arrangements to ensure accessibility to this meeting (28 CFR 35. ]02-35.104 ADA Title II) SCHEDULED CITY COUNCIL MEETINGS February 6, 2002 Regulaz Meeting/Council Chambers 7:00 p.m. 13777 Fruitvale Avenue Saratoga, California February 12, 2002 Adjourned Meeting -Joint Session 7:00 p.m. Public Safety Commission, Saratoga Union School District, Cupertino School District, Campbell Union School District Adult Day Care Center 19655 Allendale Avenue • Saratoga, California .February 20, 2002 Regular Meeting/Council Chambers 7:00 p.m. -13777 Fruitvale Avenue Saratoga, California March 6, 2002 Regular Meeting/Council Chambers 7:00 p.m. 13777 Fruitvale Avenue Sazatoga, California March 12, 2002 Adjoumed Meeting -Joint Session 7:00 p.m. SASCC, Parks and Recreation Commission Adult Day Caze Center 19655 Allendale Avenue Saratoga, California • 3 ., SARATOGA CITY COUNCIL MEETING DATE: Jauuary 22, 2001 ORIGINATING DEPT: PREPARED BY: SUBJECT: City RECOMMENDED ACTION: Approve minutes as submitted for the following City Council Meeting: Adjourned meeting -January 8, 2002 REPORT SUMMARY: N/A FISCAL IMPACTS: N/A CONSEQUENCES OF NOT FOLLOWING RECOMMENDED ACTION: N/A ALTERNATIVE ACTION: N/A FOLLOW UP ACTION: Retain minutes for legislative history. ADVERTISING, NOTICING AND PUBLIC CONTACT: N/A ATTACHMENTS: Attachment A -Minutes/January 8, 2002 AGENDA ITEM: CITY MANAGER: ~~----~G~-~-`° DEPT HEAD: v MINUTES . SARATOGA CITY COUNCIL ADJOURNED MEETING JOINT SESSION YOUTH COMMISSION LIBRARY COMMISSION JANUARY 8, 2002 The City Council of the City of Saratoga met in Closed Session, Administrative Conference Room 13777 Fruitvale Avenue at 6:00 p.m. Conference With Legal Counsel -Existing Litigation: (Government Code section 54956.9(a)) Name of case: Saratoga Fire Protection District v. City of Saratoga (Santa Clara County Superior Court No. CV-803540) MAYOR'S REPORT ON CLOSED SESSION - 7:00 Vim. Mayor Streit reported there was Council discussion but no action was taken. The City Council of the City of Saratoga met in a scheduled. Adjourned Council Meeting on January 8, 2002 at the Adult Care Center, 19655 Allendale Avenue. Mayor Streit called the Adjourned City Council meeting to order at •7:00 p.m. and requested Lauren Merriman, Teen Coordinator, to lead the Pledge of Allegiance. ROLL CALL PRESENT: Councilmembers Stan Bogosian, John Mehaffey, Ann Waltonsmith, Vice Mayor Evan Baker, Mayor Nick Streit ABSENT: None ALSO Dave Anderson, City Manager PRESENT: Lorie Tinfow, Assistant City Manager Cathleen Boyer, City Clerk Lori Burns, Human Resource Analyst Ray Galindo, Accounting Supervisor Lauren Merriman, Teen Coordinator REPORT OF CITY CLERK ON POSTING OF AGENDA FOR JANUARY 8.2002 Cathleen Boyer, City Clerk, reported that pursuant to Government Code Section 54954.2, the agenda for the meeting of January 8, 2002 was properly posted on January 4, 2002. I.J COMMUNICATIONS FROM PUBLIC No one spoke at tonight's meeting. JOINT MEETING WITH YOUTH COMMISSION Mayor Streit welcomed the Youth Commission and requested the City Clerk to take roll. City Clerk Boyer called the roll for the Youth Commission. The following Youth Commission members were present: James Atkin, Chair Sarato a Hi h School Philli Baker Miller Jr, Hi School James Ballin all Sazato a Hi School Michael B e Redwood Middle School Valerie Farnum Sazato a Hi School Ross Levin Pros ect Hi School Jackie Luske Sazato a Hi School And Miller Sacred Heart Elliott Onn Sarato a Hi h School Abhik Pramanik L brook Hi School Elise Schanz Redwood Middle School Christina Siadat Presentation Hi School Darrell Wu L brook Hi h School The following Youth Commissioner was absent: Rami EI-Diwan Sazato a Hi h School Lauren Merriman, Teen Coordinator, thanked the Council for giving the Youth Commission the opportunity to meet with them. Coordinator Merriman informed the City Council that Friday, January 11, 2002 would be her last day with the City of Sazatoga. Coordinator Merriman introduced Taffy Lowery who will be Acting Teen Coordinator until the position is filled. James Atkin, Chair, noted that the Commissioners would like to take this opportunity to inform the City Council about their recent activities and fund raising efforts. OVERVIEW OF THE YEAR- 2001 Andy Miller- Skateboard Park Commissioner Miller reported that the Youth Commission has had many discussions on the issue surrounding building a skate pazk in the City of Sazatoga. Commissioner Miller noted that the Youth Commission fully supports a skate park. Commissioner Miller introduced Ron Powers of Ball Hitch Ramps, and noted that Mr. Powers would be giving the Council a brief presentation on mobile skate parks. Ciry Council Minutes 2 January 8, 2002 Ron Powers, Ball Hitch Ramps (BHR), thanked the City Council for the opportunity to meet with them. Mr. Powers noted that his company is the solution for cities that cannot find land to build a skate park on. Mr. Powers briefly explained that skate boazding has become the fastest growing sport in America today and would be around for many more years to come. Mr. powers noted that a few years ago a law was passed making cities immune from lawsuits resulting from skateboard park injuries. Mr. Powers noted that Ball Hitch Ramps are designed to be durable, mobile, and esthetically pleasing. BHR has created ramps that fold up easily for towing and storage. Mr. Powers noted that their ramp kits aze ideal for those cities that want a skate park but do not have the land available for permanent use. All BHR ramps aze made of steel and/or composite material providing maximum longevity and durability. There are no screws or nails to come loose or wood based material to chip crack or delaminate. Mr. Powers showed a brief video demonstrating BHR products. Councilmember Mehaffey asked Mr. Powers what the cost would be for a good park. Mr. Powers responded that for $20,000 the City could purchase enough equipment to have a good skate pazk. Councihnember Waltonsmith asked how the ramps are stored. Mr. Powers responded that the ramps stack on top of each other and usually require one to two pazking spaces. Councihnember Mehaffey asked what kind of warranty comes with the ramps. Mr. Powers responded a 10-year warranty comes with all products. Mayor Streit asked how many people it takes to supervise a skate park. Mr. Powers noted that he has been at pazks when there have only two people supervising. Commissioner Miller noted that the Youth Commission supports this type of skate park and asked for Council's opinion. Councilmember Waltonsmith noted that she thinks a mobile skate park is a tenrific solution. Councilmember Mehaffey noted he likes the idea of being able to move the park around and the price is reasonable. Mayor Streit noted that besides his concerns regazding staffing and location sites, he is all for it. Mayor Streit directed staff to work out a plan and report back to Council at a future time. Councihnember Bogosian noted this is an opportunity for the City to provide an activity to kids not in organized sports. Ciry Council Minutes 3 January 8, 2002 . Mayor Streit thanked Mr. Powers for his presentation. James Ballingall -Annual Anneal Commissioner Ballingall noted that this yeaz Friends of the Warner Hutton House received $10,707 during their annual appeal. Commissioner Ballingall stated that all donations are tax deductible. Commissioner Ballingall stated that $1,600 was donated from the Sazatoga Chamber of Commerce, $1,000 donated from local residents and local businesses, and the remaining amount was donated from Redwood Middle School parents. Commissioner Ballingall read a letter that accompanied a $250 donation from one Redwood Middle School pazent stating that she feels the Warner Hutton House is a "safe haven" for her student. Elliott Onn -Grant & Advertising Proposals Commissioner Onn reported that in an effort to raise more funds for the Youth Commission, advertising at dances has been discussed and approved by the Commission. Commissioner Onn stated that two companies aze interested and aze willing to pay $335 per dance to display a banner. Commissioner Onn noted that a percentage of all funds collected from this source would be put into the scholarship fund. Councilmember Mehaffey stated that his only concern is to make sure all advertising is done in good taste. S Responding to Councilmember Mehaffey, Commissioner Onn noted that the Youth Commission has already approved a banner criteria policy and reassured the City Council that the Commission would approve all banners before they were hung and if the Commission disapproved of a banner the contract would be void. Jackie Luskey -Dances Commissioner Luskey reported that to date $8,500 has been raised from Commission sponsored dances. Commissioner Luskey noted that over $4,000 was raised from the winter dance. Commissioner Luskey noted that at the last dance over 450 students attended from 17 different middle schools. Commissioner Luskey noted that the Commission still has four more dances scheduled. James Ballingall -Warner Hutton House Commissioner Ballingall reported more students use the Warner Hutton House on a daily basis, partly due to the renovations to the Library. Commissioner Ballingall noted that the Commission recently contacted Redwood Middle School to see if they would be willing to allow students to use an empty classroom after school to do homework. Commissioner Ballingall noted that the Warner Hutton House recently received a donation of a air hockey table. Abhik Pramanik - Website Commissioner Pramanik noted that last year he introduced the website he designed for the Youth Commission to help communicate to the youth in this azea. Commissioner Pramanik briefly demonstrated the website, located at wwwsaratogavouth.com. Commissioner Pramanik explained that the site would includes current information City Council Minutes 4 January 8, 2002 pertaining to the Youth Commission such as upcoming dances, concerts, trips, and positions available on the Comrission. Commissioner Pramanik reported that the Commissioners profiles aze now available and commented that future items will be Youth Commission agendas and minutes, sports page, organized sports sign ups, appeal letter, more forums, and possible advertising. Councilmember Mehaffey asked if this site has a link on the City's website. Coordinator Merriman responded yes. James Atkin - League of California Cities Annual Conference Chair Atkin reported that last month he and two other Youth Commissioners attended the 2001 League of Califomia Cities Conference in Sacramento with Councilmember Bogosian and Recreation Director Joan Pisani. Chair Atkin thanked the City Council for the opportunity to go to the conference and for allowing him to carry the City's flag in the opening ceremony. Chair Atkin noted that they had the opportunity to meet with the Chief of Staff of Senators Sher's Office and heard Governor Davis speak. Councihnember Bogosian noted that originally the Conference was going to focus and offer more youth oriented subjects, but due to the events on September 11, 2001 the Leagues agenda changed. Councihnember Bogosian proposed that funds be allocated in future budgets to allow two members of the Youth Commission to attend the League's conferences yearly. Councilmember Bogosian noted that it is a tremendous opportunity for the Commissioners to participate in the conference. Consensus of the City Council to agendize Councilmember Bogosian's request during the next budget process. Christina Siadat -Concerts Commissioner Siadat reported that the Youth Commission's first concert is scheduled for February 1, 2002 at the Warner Hutton House. Commissioner Siadat noted that the next concert would be later on in February in conjunction with another cormnunity group at the Community Center and approximately 400 students aze expected to attend. Michael Bryne -Redwood Ski Trios Commissioner Bryne noted that in conjunction with the Saratoga Recreation Department their first ski trip is scheduled for January 26, 2002 at Bear Valley. The second trip is in February co-sponsored by the City of Burlingame. Valerie Farnum -Restaurant Nieht Commissioner Famum reported that tomorrow night at the McDonalds on Prospect and Lawrence Expressway, between the hours of Sp.m. and 9 p.m., a percentage of the sales would go to the Sazatoga Youth Commission. Commissioner Farnum stated that on January 29, 2002, 15% of the cost of your meal at Chevy's restaurant would be donated to the Commission. City Council Minutes 5 Ianuary 8, 2002 Ross Levine -Spring Creek Clean Up Commissioner Levine reported that in April 2002 the Youth Commission would be sponsoring a creek clean up day. Commissioner Levine explained that two groups of volunteers would be organized. Commissioner Levine stated that one group will clean the creek by Wildwood Park and the other would clean the creek behind the Wamer Hutton House. Darrell Wu -Food Drive Commissioner Wu stated that the Youth Commissioner collects food year round, not just during the holidays. Commissioner Wu explained that food bins are placed at all of the dances and tied to a discount on the admission price. Councihnember Waltonsmith asked how other people might donate to the food drive. Commissioner Wu noted that a food bin could be placed in the Wamer Hutton House. Phillip Baker -Corner Stone Project Commissioner Baker explained that the Comer Stone Project mission is to motivate and support all individuals and organizations to come together to nurture and develop competent, caring, responsible children and youth. Commissioner Baker explained that every year Corner Stone does a survey of over 7,000 local youths, 7-12 grader, on the 40 most essential building blocks of healthy development. Comer Stone provides ideas to . motivate and provides ideas for anyone to improve a child's assets -Commissioner Baker noted that the Youth Commission looks forward to working with Corner Stone to improve their services. Councilmember Waltonsmith asked if the Corner Stone Project was a countywide. Coordinator Merriman responded yes. Elise Schwartz -Civic Center Master Plan Commissioner Schwartz stated that the Youth Commission fully supports the City Council for the renovation of the Civic Center. Commissioner Schwartz noted that a real teen center adjacent to a multipurpose room is the Commissions dream come true. Commissioner Schwartz noted that the Youth Commission would raise money to decorate anew teen center. Chair Atkin asked the City Council if they had any suggestions or comments for the Youth Commission. Mayor Streit asked how the Commission was doing in reaching out to all of the different schools that serves the City of Saratoga. Chair Atkin reiterated that at the last teen dance 17 different middle schools were represented. Mayor Streit asked if a new Teen Center was built, does the youth Commission think more high school students would use it. Ciry Council Minutes 6 January 8, 2002 Commissioner Luskey responded that she thinks high school students would use it more on the weekends to hang out with friends or perhaps play pool. Referring to last years joint meeting, Councihnember Bogosian reminded the Youth Commission of their concern over students who were .not being picked up promptly from dances. Councilmember Bogosian asked if the Commissioners were still having that problem. Coordinator Memman responded that this year it is not as bad. Youth Commissioners remind parents as they are dropping off their students, what time the dance is over. Coordinator Merriman noted the last student is usually not there past 10: OOp.m. Vice Mayor Baker asked why the Safe Ride Program was not discussed tonight. Coordinator Merriman explained that the program coordinators have financial difficulties and problems retaining insurance coverage. The City Council expressed their appreciation for the hard work and effort demonstrated by the Youth Commission. Sandra Dodge, 14649 Oak Street, noted that she represented the Parks and Recreation Commission. Commissioner Dodge stated that the PRC unanimously supports a mobile . skate park. Commissioner Dodge noted that Mr. Powers offered the City a trial weekend use of the equipment. _ Mayor Streit adjourned the meeting with the Youth Commission and called for afive-minute break. Mayor Streit commenced the meeting with the Library Commission at 7:50 p.m. JOINT MEETING WITH LIBRARY COMMISSION Mayor Streit welcomed the Library Commission and requested the City Clerk to take roll. City Clerk Boyer called the roll for the Library Commission. The following Library Commission members were present: Ruth Gipstein Donald Johnson CiCi O'Donnell Ciry Council Minutes ~ January 8, 2002 The following Library Commissioners were absent 2. OVERVIEW OF THE YEAR Bobby Chandra Anne Cross Cathy Foscato Mazda Manzo Ruth Gipstein, Library Commissioner, noted that she would be speaking on behalf of the Library Commission because Chair Manzo was unable to attend tonight's meeting. Commissioner Gipstein thanked the City Council for the opportunity to meet with them and for establishing the Sazatoga Arts Commission. Commissioner Gipstein explained that the Library Commission's goal for this year is to educate themselves on the services the Santa Clara County Library System offers its patrons and better their ability to advise the Council on Library issues. Commissioner Gipstein explained that at every Library Commission meeting a speaker would be invited to make a presentation to the Commission. Commissioner Gipstein stated that they have had two speakers so faz, the head of the finance department for the Santa Claza Count Library and a speaker on children's services. . Commissioner Gipstein noted some of the future topics: • Teen Services • Book Mobile • On Line Services • Adult Services Commissioner Gipstein noted that in the year 2001 the Commission's main focus was the library renovation project. Lori Bums, Human Resource Analyst/Staff Liaison, noted that the Library Commission is working hard to make efficient recommendations for the new library. Councilmember Mehaffey noted that the library bond does not provide funding for furniture, and asked what arrangements have been made. Bill McDonald, 15201 Montalvo Road, noted he represented Friends of the Saratoga Library. Mr. McDonald noted that the Friends committed to raise $1 million dollazs to purchase the furniture. Mr. McDonald announced that to date they have raised $381,000. Mr. McDonald explained their fund raising efforts: • Selling of items -Bricks • Funds and Foundations • Donors -would receive a bronze plaque on wall in new library • Councilmember Waltonsmith asked how Mr. Peck's book was selling. City Council Minutes 8 January 8, 2002 Mr. McDonald responded that to date 75 books have been sold. • Councilmember Waltonsmith suggested that the Friends use the City's contracted grant writer to help the Friends apply for grants. Vice Mayor Baker asked how the temporary library was working out. Commissioner Gipstein noted that at first they experienced minor utility problems. Commissioner Gipstein noted that due to the fact the temporary library is not hook up to the County's computer system, checking out books is still a problem. Analyst Burns added that the number of children attending story time has dropped off. Mayor Streit thanked the Library Commission for coming to tonight's meeting. Mayor Streit adjourned the meeting with the Library Commission at 8:25 p.m. and moved on to Old Business. OLD BUSINESS INTEREST INCOME ON LIBRARY INVESTMENTS STAFF RECOMMENDATION: Accept report and direct staff accordingly. • Lorie Tinfow, Assistant City Manager, presented staff report. Assistant Manager Tinfow explained that the City Council directed staff and the Library Expansion Committee to limit the expenditure on the Library and expansion to $14.5 million of the $15 million bond, thus allowing for an extra contingency of $500,000. Subsequently, the bond proceeds have been received and are invested until they are needed to pay for construction costs. Staff has revised the interest income estimates to reflect the current economic trends and now estimates that between $400,000 and $500,000 in interest income will be earned on the bond proceeds during the 18-month construction period. Assistant City Manager Tinfow explained why staff recommends that the interest continue to be held in reserve for the following reasons: 1. The funds would provide an additional buffer against unexpected or unbudgeted expenses. 2. The funds would provide and extra security as the project progresses. Assistant Manager Tinfow stated that staff recommends revisiting fund use farther along in the library project timeline. She informed the City Council that the City was earning about 5.2% on most of the bond proceeds, but recently • interests rates dropped to about 3.7%. Approximately $260,000 has been eamed to date. City Council Minutes 9 January 8, 2002 Assistant City Manager Tinfow noted that staff suggests that this item be brought back in the summer with an update on the project and these funds. Mayor Streit noted that once the construction starts the City should know relatively soon if there will be any major surprises or major change orders. If the City knows in May or June, Mayor Streit asked if the City has the option to pay down some of the bonds Councilmember Mehaffey noted the City could not prepay on the bonds for 3-5 years. Mayor Streit suggested that the Bond Counsel be contacted and staff bring this item back at a future date. NEW BUSINESS 4. AWARD BID AND AUTHORIZE THE CITY MANAGER TO EXECUTE CONTRACT TO THOMPSON PACIFIC FOR PHASE II OF THE SARATOGA LIBRARY RENOVATION PROJECT STAFF RECOMMENDATION: Award bid and authorize execution of contract. Lorie Tinfow, Assistant City Manager, presented staff report. Assistant City Manager Tinfow explained the following actions staff recommends to the City Council as Follows: 1. Award construction contract to Thompson Pacific in the amount of $8,898,000 with the possible addition or deduction of alternates, and authorize the City Manager to execute the same. 2. Authorize staff to execute change orders to the contract up to $450,000. 3. Authorize staff to execute change orders for pre-design and design work performed by Field Paoli and therefore increase their contract in the amount of $49.439. 4. Increase the contract with Field Paoli for reimbursable expenses by $8,000. Assistant City Manager Tinfow explained that the cost estimate provided by Field Paoli Architecture for Phase II was $9,320,000. Sealed bids for the Saratoga Library Project Phase II were due and opened on January 3, 2002. Assistant City Manager Tinfow announced that eight bids were received. Gilbane and Field Paoli have reviewed that the bids and recommend the project be awarded to Thompson Pacific for the total base bid of $8,898,000. Assistant City Manager Tinfow explained that the there were a number of additive and deductive alternates included in the bid process. She briefly explained each one indicating that three of the additives would result in energy savings. Assistant City manager Tinfow explained that Field Paoli recommends Ciry Council Minutes 1 ~ January 8, 2002 s that the single pane windows be replaced with double pane windows. Staff will bring back more recommendations for Council consideration to the meeting after gathering input form both Gilbane and Field Paoli. Assistant City Manager Tinfow explained that Gilbane estimates changes orders are likely to run approximately 5-7% of the total contract amount. Staff requests authorization for change orders in the initial amount of $450,000 (5%). This amount is consistent with contingency funds already budgeted. Assistant City Manager Tinfow explained that in the course of the library project, additional services from Field Paoli were needed to complete the design work for Phase I and Phase II as well as the temporary library. The total of this change order is $49,439. Assistant City Manager Tinfow noted that additional funds requested for reimbursable expenses would cover travel, copying and other miscellaneous cost Field Paoli expects to accrue over the next year. Phase II would likely require additional design services from Field Paoli and/or their subcontractors. In regards to the altemates, Vice Mayor Streit asked why Trane HVAC Units were chosen. Mayor Streit stated that McQuay HVAC units were added to the alternates because of the energy savings and is better than Trane units. Assistant City Manager Tinfow explained that Thompson's bid of $40,000 was more than what staff was expecting it would cost and at that amount it would take 22 years to see cost savings. Field Paoli was not recommending it that particular alternate. Mayor Streit asked if the staff could contact the HVAC contractor and see if we could get a better cost. Assistant City Manager Tinfow responded Field Paoli estimated the HVAC units at $10,000. Mayor Streit suggested that the cost of the window replacement be negotiated along with the HVAC units and staff bring back the alternates. Mayor Mehaffey asked why the HVAC system was not going to have digital controls. Assistant City Manager Tinfow noted that the library staff did support it and they were not very receptive on learning how to operate a digital system. Mayor Streit noted that a digital system would be a better energy saver and the library staff would have to be trained. Ciry Council Minutes 11 January 8, 2002 Mayor Streit stated that consensus of the City Council to bring back the following as change orders: • Window replacement • HVAC units • Digital controls Mayor Streit noted that he has difficulties with the change orders of $49,439 and the reimbursable expenses. Assistant City Manager Tinfow responded that the change orders have been accumulating since October 2001. Assistant City Manager Tinfow explained each change order as follows: • $2,100 -The additional pazking study was not part of the original scope of work • $3,200 -The survey and the staking of the proposed footprint was requested at a public meeting • $2,400 -Lot line adjustment was a legal requirement • 3,700 -Survey work was to relocate a tree • 5,725 -Design for energy savings measures was necessary for the Phase II bids • $18,974 -Expenses from the Temporary Library • $1,950 -Drawing for the donor signs • $6,860 -Design work to transfer Phase I -Phase II • $3,689 -Civil Engineering to meet San Jose Water and Fire Department changes • $850 -Survey work that had to be done when the bunker was discover Councilmember Bogosian noted that he shazes Mayor Streit's concerns and noted that a lot of those extra expenses were due to community support. Councilmember Bogosian noted that in the beginning Field Paoli tried to force their design on the group instead of taking direction early on to expand the existing building design. Councilmember Mehaffey noted that he has concerns in regazds to the reimbursable expenses. Assistant City Manager Tinfow explained that Field Paoli have used up what was allocated in the contract for expenses early on in the project and the additional funds would cover future copying and attendance at meetings. Councilmember Waltonsmith noted she realizes that some of the expenses came up after the fact to accommodate the City's needs, but some of the change orders should have been known and added to the initial contract. Councilmember Mehaffey noted that staff should discuss Council's concerns with Field Paoli. Ciry Council Minutes 12 January 8, 2002 Assistant City Manager Tinfow noted constraints would be discussed with Field Paolia as the project goes forward. Kamal Ariss, Project Manager/Gilbane, noted that it is critical for Field Paoli to do site visits every two weeks in order to review plan, answer questions etc. Councilmember Baker asked if anyone has gone back to the original contract and the notes from the negotiations to ascertain what commitments were made on the services they were actually going to do. Mayor Streit stated that Field Paoli has already been paid $2,907 over their original contract. Councilmember Bogosian noted that he supports approving the change orders tonight because he wants everyone onboard to keep working together and wants to keep all parties happy. Councilmember Bogosai noted that the City does not have the staff capable of managing this entire project. Councilmember Bogosian noted that staff should discuss the City's expectations with Field Paoli. Mayor Streit asked that in the future change orders be brought forward in more of a timely manner for approval. Mayor Streit noted that the Library Project is a very public process and under intense scrutiny. Councilmember Bogosian concurred with Mayor Streit and suggested that change orders be brought back to Council quarterly.. _ Councilmember Mehaffey suggested every two months. Don Johnson, 19997 Seagull Way, noted that he is a member on the Citizen Oversight Committee. Mr. Johnson asked staff to explain what the total base bid includes. Mr. Johnson asked if the base bid included all the alternates. Responding to Mr. Johnson's questions, Assistant City Manager Tinfow explained that the alternates were not included in the base bid. This was done early in the bid process in order to let the bidders know how the award of the contract was going to be determined. Assistant City Manager Tinfow stated that the City could negotiate the alternates. MEHAFFEY/BOGOSIANMQVED TO AWARD A CONSTRUCTION CONTRACT TO THOMPSON PACIFIC IN THE AMOUNT OF $8,898,000. MOTION PASSED 5-0. MEHAFFEY/WALTONSMITH MOVED TO AUTHORIZE STAFF TO EXECUTE CHANGE ORDERS TO THE CONTRACT UP TO $450,000 WITH THE PROVISO THAT STAFF COME BACK TO COUNCIL EVERY TWO MONTHS. MOTION PASSED 5-0. City Council Minu[es 13 January 8, 2002 WALTONSMITH/BOGOSIAN MOVED TO AUTHORIZE STAFF TO EXECUTE CHANGE ORDERS FOR PRE-DESIGN AND DESIGN WORK PERFORMED BY FIELD PAOLI, INCREASING THEIR CONTRACT IN THE AMOUNT OF $49,439. MOTION PASSED 5-0. WALTONSMITH/BOGOSIANMQVED TO INCREASE THE CONTRACT WITH FIELD PAOLI FOR REIMBURSABLE EXPENSES BY $8,000. MOTION PASSED 5-0. Vice Mayor Baker stated that Field Paoli owes the City an explanation of the added expenses. Mayor Streit noted that the people of Saratoga passed a $15 million dollar bond and entrusted this City Council to built a library for that amount not a penny more. CITY COUNCIL ITEMS Councilmember Waltonsmith asked when Mike Evanhoe would be attending the City Manager's Meeting. City Manager Anderson noted that Mr. Evanhoe would be attending the meeting on January 23, 2002. Councilmember Bogosian noted he attended his first Heritage Preservation Commission meeting and noted that on February 10, 2002 the HPC would be having a "Mustard Walk" through the Heritage Orchard. Councilmember Bogosian requested that the Council reevaluate the contract with Anthony Gonsalves. Councilmember Bogosai noted that the City pays Mr. Gonsalves $3,000 a month. Vice Mayor Baker noted that he supports Councilmember Bogosian's request. City Manager Anderson noted that Anthony Gonsalves' contract would be agendized for the February 6, 2002 meeting. OTHER None CITY MANAGER'S REPORT None City Council Minutes ltl 7anuary 8, 2002 ADJOURNMENT There being no further business, Mayor Streit declared the meeting adjourned at 9:15 p.m. Respectfully submitted, Cathleen Boyer, CMC City Clerk i Ciry Council Minutes 15 January 8, 2002 r SARATOGA CITY COUNCIL MEETING DATE: January 22, 2002 AGENDA ITEM: ORIGINATING DEPi T: P~yb~li~c Works CITY MANAGER: ~~~~~ tRErARED EY: ~~// DE?T HEAD: SUBJECT: Resolution in support of Roberti-Z'Berg-Harris Urbanized Area Need-Basis Grant application for the Azule Park Improvement Project. RECOMMENDED ACTION(S): Move to adopt the attached Resolution in support of the Roberti-Z'Berg-Hams Urbanized Area Need-Basis Grant application for the Azule Park Improvement Project. REPORT SUMMARY: Staff filed an application for the Roberti-Z'Berg-Hams Urbanized Area Competitive Grant on November 1, 2001. This grant is offered through the State of California Department of Parks and Recreation and is directly connected to the passage of the Safe Neighborhood Parks, Clean Water, Clean Air, and Coastal Protection Bond Act of 2000. This particular grant requires a local match of 30% from nonstate monies. The City applied for the maximum grant amount allowable, $250,000, with a local match amount of $107,143. As part of the 5=year Capital Improvement Budget, Council approved $880,000 for the Azule Park Project. If the grant application is approved, the $107,143 local match will come from this budget. The attached Resolution in support of the grant application is due February 1, 2002. Staff is requesting Council adopt this resolution in order to complete the grant application process. FISCAL IMPACTS: None. If the grant were approved, the $107,000 local matching funds would come from the approved 5 year Capital Improvement Project Budget for Azule Park. ~~ Y CONSEQUENCES OF NOT FOLLOWING RECOMMENDED ACTION(S): If the grant is approved by the State, the City would have to decline based upon lack of local matching funds and no grant funds will be received. ALTERNATIVE ACTION(S): None in addition to above. FOLLOW UP ACTION(S): The adopted resolution will be forwazded to the State Department of Parks and Recreation. ADVERTISING, NOTICING AND PUBLIC CONTACT: None. ATTACHMENTS: #l. Resolution #2. Grant Contract 2of4 RESOLUTION NO. _ A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SARATOGA APPROVING THE APPLICATION FOR GRANT FUNDS FOR THE ROBERTI-Z'BERG-HARRIS URBAN OPEN SPACE AND RECREATION PROGRAM UNDER THE SAFE NEIGHBORHOOD PARKS, CLEAN WATER, CLEAN AIR, AND COASTAL PROTECTION BOND ACT OF 2000 For the Azule Park Improvement Project WHEREAS, the people of the State of California have enacted the Safe Neighborhood Parks, Clean Water, Clean Air, and Coastal Protection Bond Act of 2000 which provides funds for the Roberti-Z'Berg-Hams Open Space and Recreation Program; and WHEREAS, the Legislature of the State of California has enacted the Roberti-Z'Berg-Hams Open Space and Recreation Program, which provides funds to certain political subdivisions of the State of California for acquiring lands and for developing facilities to meet urban recreational needs; and WHEREAS, the California Department of Parks and Recreation has. been delegated the responsibility for the administration of the grant program, setting up necessary procedures; and WHEREAS; said procedures established by the California Deparhnent of Parks and Recreation require the Applicant's Governing Body to certify by resolution the approval of the Application before submission of said Application to the State; and WHEREAS, the Applicant will enter'into a Contract with the State of California for the Project; NOW, THEREFORE, the City Council of the City of Saratoga hereby resolves as follows: Approves the filing of an Application for local assistance funds from the Roberti- Z'Berg-Hams Urban Open Space and Recreation Program under the Safe Neighborhood Parks, Clean Water, Clean Air, and Coastal Protection Bond Act of 2000; and 2. Certifies that the Applicant has or will have sufficient funds to operate and maintain the Project; and 3. Certifies that the Applicant has reviewed, understands and agrees to the General Provisions contained in the Contract shown in the Procedural Guide; and • 4. Appoints the Public Works Administrative Analyst as agent to conduct all negotiations, 3 of 4 Y execute and submit all documents including, but not limited to, Applications, agreements, payment requests and so on, which maybe necessary for the completion of the Project. AND BE IT FURTHER RESOLVED, The above and foregoing resolution was passed and adopted at an adjourned meeting of the Saratoga City Council held on the _ day of , 2002 by the following vote: AYES: NOES: ABSENT: ABSTAIN: Nick Streit, Mayor ATTEST: Cathleen Boyer, City Clerk i • 4 of 4 Stazc ofeali(ornia-The Raourca Agcncy Department of Pazks and Recreation GRANT CONTRACT Roberti-Z'Berg-Harris Urban Open Space and Recreation Grant Program (NEED-BASIS) GRANTEE Citv of Saratoea BY L~ PROJECT TITLE Azule Park Improvement Protect PROJECT NUMBER 0110 THE PROJECT PERFORMANCE PERIOD is from July 1, 2001 through June 30, 2009 Under the [emts and conditions of this Contract, [he applicant agrees to complete fhe Project as described in the Project description, and the State of California, acting through its Director of Parks and Recreation pursuant to the Roberti-Zberg-Hams Urban Open Space and Recreation Program Act, and the Safe Neighborhood Parks, Clean Water, Clean Air, and Coastal Protection Bond Act of 2000, agrees to fund the Project up to the total Project GrantAmount indicated. PROJECT DESCRIPTION: The Azule Park Improvement Project was recently approved by Saratoga City Council as a Capital Improvement Project. Azule Park is an undeveloped 4.3 acre park within the City of Saratoga limits consisting primarily of dead or dying fruit orchard trees and several dozen random varieties of native trees. The improvement project will develop the park site and provide such amenities as tennis courts, childrens play equipment, volley ball courts, picnic areas, pedestrian and bicycle pathways, a par course, horseshoe pits, drinking fountains, benches, open lawn area (open space) and other related amenities. Total Project Grant Amount not to exceed $ 250.000.00 ' (or 70 percent of Project costs, whichever is less) Ciri of Saratoea Grantee Signature ofAuthori2ed Representative Title Administrative Analyst Date November 1, 2001 By Cary Bloomquist Title Dale The General and Special Provisions attached are made a part of and incorporated into the Contract. STATE OF CALIFORNIA DEPARTMENT OF PARKS AND RECREATION By Date t hereby certify that the Grantee has met, or will meet, aII federal, state and local environmental, public health, relocation, affirmative action, and clearinghouse requirements and all other appropriate codes, laws, and regulations prior to the expenditure of the grant funds. (Public Resources Code 5626(d) Signed RZH Urbanized Area Procedural Guide 36 (Signed -Legal Counsel for Grantee) Date CERTIFICATION OF FUNDING (For State Use Only) upon my DATE / , L_J RZH Urbanized Area Procedural Guide 37 ROBERTI-Z'BERG-HARRIS URBAN OPEN SPACE AND RECREATION PROGRAM ACT Project Contract Special Provisions General Provisions A. Definitions 1. The term "Acquisition" as used herein means to obtain from a willing seller a fee interest or any other interest, including easements and Development rights, in real property. 2. The term "Act" as used herein means the Appropriation for the Program. 3. The term "Application" as used herein means the individual Application and its required attachments for grants pursuant to the enabling legislation and/or program. 4. The term "Development" as used herein means improvements to real property by constmction of new facilities or Renovation or additions to existing facilities. 5. The term "Grantee" as used herein means the party described as Grantee on Page 1 of this Contract. 6. The tear "Project" as used herein means the Project described on Page I of this Contract. 7. The term "State" as used herein means the State of Califomia Department of Parks and Recreation. ~B. Project Execution 1. Subject to the availability of grant monies in the Act, the State hereby grants to the Grantee a sum of money (grant rnonies) not to exceed the amount stated on Page 1, in consideration of, and on condition that, the sum be expended in carrying out the purposes as set forth in the Description of Project on Page 1, and under the terms and conditions set forth in this Contract. Grantee agrees to furnish at least thirty (30) percent of the total cost of the Project unless waived per the procedures stated in the current State Procedural Guide for the Roberti-Z'berg-Hams Urban Open Space and Recreation Program Act and shall assume any obligation to furnish any additional funds that may be necessary to complete the Project. Any modi£cation or alteration in the Project as set forth in the Application on file with the State must be submitted to the State for approval. 2. The Grantee shall complete the Project in accordance with the time of Project Performance set forth on page 1, and under the terms and conditions of this Connact. 3. The Grantee shall comply as lead agency with the Califomia Environmental Quality Act (Public Resources Code, Section 21000, et. seq.; Title ] 4, California Code of Regulations, Section 15000 et. seq.). 4. If the Project includes Development, the Grantee shall comply with all applicable current laws and regulations affecting Development Projects, including, but not limited to, legal requirements for construction contracts, building codes, health and safety codes, and disabled access laws. 5. The Grantee shall permit periodic site visits, including a final inspection upon Project completion by the State, to determine if Development work is in accordance with the approved Project Scope. 6. Prior to the commencement of any work, [he Grantee agrees to submit any significant deviation from the original Project Scope in writing to the State for prior approval. Changes in the Project Scope must be approved in writing by the State and must meet the exact need described in the original Project Application. ~RZH Need Basis (7/OI) Page I RZH Urbanized Area Procedural Guide 39 7. If the Project includes Acquisition of real property, the Grantee agrees to comply with all applicable state and local laws or ordinances affecting relocation and real property Acquisition. 8. The Grantee shall provide for public access to Project facilities in accordance with the intent and provisions of the enabih~ legislation and/or program 9. Pursuant to guidelines issued by the Secretary far Resources, all recipients of funding shall post signs acknowledging the source of funds. 10. Grantees shall have (I) fee title, (2) lease hold or (3) other interest to the Project lands and demonstrate to the satisfaction of the State that the proposed Project will provide public benefits that aze commensurate with the type and duration of the interest in land, as determined by the State, that is held by the Grantee. 11. The Grantee shall maintain and operate the property funded pursuant to Section 5096.343 (a)(1) of the Public Resources Code for a period that is commensurate with the type of Project and the proportion of state funds and local matching funds or property allocated to the capital costs of the Project. With the approval of the State, the Grantee, or the Grantee's successor in interest in the property, may transfer the responsibility to maintain and operate the property in accordance with this section. The Grantee shall use the property only for the purposes for which the grant was made and shall make no other use or sale or other disposition of the property, except as authorized by specific act of the Legislature. The agreements specified in this section shall not prevent the transfer of the property from the Grantee to a public agency, if the successor public agency assumes the obligations imposed by those agreements. If the use of the property is changed to a use that is not pemutted by the category from which the grant funds were appropriated, or if the property is sold or otherwise disposed of, an amount equal to (1) the amount of the grant, (2) the fair market value of the real property, or (3) the proceeds from the sale or other disposition, whichever is greater, shall be used by the Grantee for a purpose authorized by that category, pursuant to agreement with the State as specified in this section, or shall be reimbursed to the fund and be available for appropriation by the Legislature only for a purpose authorized by that category. If the property sold or otherwise disposed of is less than the entire interest in the property funded with the grant, an amount equal to either the proceeds from the sale or other disposition of the interest or the fair market value of the interest sold or otherwise disposed of, whichever is greater, shall be used by the Grantee for a purpose authorized by the category from which the funds were appropriated, pursuant to agreement with the State as specified in this section, or shall be reimbursed to the fund and be available for appropriation by the Legislature only for a use authorized by that category. 12. Lands acquired with funds from the Act shall be acquired from a willing seller of the land. a 13. The Application shall be accompanied by certification from the Grantees' planning agency that the Project for which the grant is requested is consistent with the park and recreation element of the applicable city or county general plan, the district park and recreation plan, or appropriate planning document, as the case maybe and will satisfy a high priority need. C. Project Costs The Gran[ monies to be provided [o the Grantee under this Contract maybe disbursed as follows: t. If the Project includes Acquisition of real property, the State may disburse to the Grantee the grant monies as follows, but not to exceed, in any event, the total Project Grant Amount set forth on page 1 of this Contract: a. Up to a ten percent advance of the total Project Grant Amount b. After the property is in escrow, the Grantee may request up to 80% of the Project Grant Amount as specified in the approved Application, or 100% of the actual Acquisition cost, whichever is less. The Grantee shall immediately place these funds in escrow. c. Remaining Project grant funds shall be paid up to the amount of the grant or the actual Project cost, whichever is less, on completion of the Project and receipt of a detailed summary of Project costs from the Grantee. 2. If the.Project includes Development, the State may disburse to the Grantee the grant monies as follows, but not to exceed in any event the total Project Grant Amount set forth of page 1 of this Contract: a. Up to a ten percent advance of the total Project Grant Amount. b. On proof of award of a construction Contract or commencement of construction by force account, up to eighty percent of the total Project Grant Amount, or the actual cost, whichever is less. c. Remaining grant funds shall be paid up to the amount of the grant or the actual Project cost, whichever is less, on completion of the Project and receipt of a detailed summary of Project costs from the Grantee. RZH Need Basis (7/01) Page 2 RZH Urbanized Area Procedural Guide 40 D. Project Administration 1. The Grantee shall promptly submit written Project reports as the State may request. In any event the Grantee shall provide the State a report showing total final Project expenditures. 2. The Grantee shall make property and facilities acquired or developed pursuant to this Contract available for inspection upon request by the State. 3. The Grantee shall use any monies advanced by the State under the terms of this Contract solely for the Project herein described. 4. If grant monies are advanced, the Grantee shall place monies in a sepazate interest bearing account, setting up and identifying such account prior to the advance. Interest earned on grant monies shall be used on the Project or paid to the State. If grant monies are advanced and not expended, the unused portion of the Grant shall be retained to the State within 60 days of completion of the Project or end of the Project Perforrnance Period, whichever is eazlier. 5. The Grantee shall use income earned by the Grantee from use of the Project to further Project purposes, or, if approved by the State, for related purposes within the Grantee's jurisdiction. E. Project Temunation I. The Grantee may unilaterally rescind this Contract at any time prior to the commencement of the Project. After Project commencement this Contract maybe rescinded, modified or amended only by mutual agreement in writing between the Grantee and the State. 2. Failure by the Grantee to comply with the terms of this Contract or any other Contract under the Act maybe cause for suspension of all obligations of the State hereunder. 3. Failure by the Grantee to comply with the terms of this Contract shall not be cause for the suspension of all obligations of the State hereunder if in the judgment of the State such failure was due to no fault of the Grantee. In such case, any amount required to settle at minimum cost any irrevocable obligations properly incurred shall be eligible for reimbursement under this Contract. 4. Because the benefit to be derived by the State, from the full compliance by the Grantee with the terms of this Contract, is the preservation, protection and net increase in the quantity and quality of parks, public recreation facilities and/or historical resources available to the people of the S[a[e of California and because such benefit exceeds to an immeasurable and unascertainable extent, the amount of money furnished by the State by way of grant monies under the provisions of this Contract, the Grantee agrees that payment by the Grantee to the State of an amount equal to the amount of the grant monies disbursed under this Contract by the State would be inadequate compensation to the State for any breach by the Grantee of this Contract. The Grantee further agrees therefore, that the appropriate remedy in the event of a breach by the Grantee of this Contract shall be the specific performance of this Contract, unless otherwise agreed to by the State. 5. The Grantee and the State agree that if the Project includes Development, final payment may not be made until the Project conforms substantially to this Contract. . Hold Hamiless The Grantee shall waive all claims and recourse against the State including the right to contribution for loss or damage to persons or property arising from, growing out of or in any way connected with or incident to this Contract except claims arising from the concurrent or sole negligence of the State, its officers, agents, and employees. 2. The Grantee shall indemnify, hold harmless and defend the State, its officers, agents and employees against any and all claims, demands, damages, costs, expenses or liability costs arising out of the Acquisition, Development, construction, operation or maintenance of the property described as the Project which claims, demands or causes of action azise under Government Code Section 895.2 or otherwise except for liability arising out of the concurrent or sole negligence of the State, its officers, agents, or employees. RZFI Need Basis (7/01) Page 3 CJ RZH Urbanized Area Procedural Guide 41 3. The Grantee agrees that in the event the State is named as codefendant under the provisions of Government Code Section 895 et. seq., the Grantee shall notify the State of such fact and shall represent the State in the legal action unless the State undertakes to represent itself as codefendant in such legal action in which event the State shall bear its own litigation costs expenses, and attorney's fees. 4. The Grantee and the State agree that in the event of judgment entered against the State and the Grantee because of the concurrent negligence of the State and the Grantee, their officers, agents, or employees, an apportionment of liability to pay such judgment shall be made by a court of competent jurisdiction. Neither party shall request a jury apportionment. 5. The Grantee shall indemnify, hold harmless and defend the State, its officers, agents and employees against any and all claims, demands, costs, expenses or liability costs arising out of legal actions pursuant to items to which the Grantee has certified. The Grantee acknowledges that it is solely responsible for compliance with items to which it has certified. G. Financial Records The Grantee shall maintain satisfactory financial accounts, documents and records for the Project and to make them available to the State for auditing at reasonable times. The Grantee also agrees to retain such financial accounts, documents and records for three yeazs following Project termination or completion. The Grantee and the State agree that during regular office hours each of the parties hereto and their duly authorized representatives shall have the right to inspect and make copies of any books, records or reports of the other party pertaining to this Contract or matters related thereto. The Grantee shall maintain and make available for inspection by the State accurate records of all of its costs, disbursements and receipts with respect to its activities under this Contract. 2. The Grantee shall use a generally accepted accounting system. H. Use of Facilities 1. The Grantee, agrees that the Grantee shall use the property acquired or developed with grant monies under this Contract only for the purposes for which the State grant monies were requested and no other use of the area shall be permitted except by specific act of the Legislature. 2. The Grantee shall maintain and operate the property acquired or developed for a period commensurate with the type of Project and the proportion of State grant funds and local funds allocated to the capital costs of the Project, as deternuned by the State. I. Nondiscrimination 1. The Grantee shall not discriminate against any person on the basis of sex, race, color, national origin, age, religion, ancestry, sexual orientation, or disability in the use of any property or facility acquired or developed pursuant to this Contract. 2. The Grantee shall not discriminate against any person on the basis of residence except to the extent that reasonable differences in admission or other fees may be maintained on the basis of residence and pursuant to law. 3. All facilities shall be open to members of the public generally, except as noted under the special provisions of this Project Contract or under provisions of the enabling legislation and/or program. Application Incorporation 1. The Application and any subsequent change or addition approved by the State is hereby incorporated in this Contract as though set forth in full in this Contract. K. Severability , 1. If any provision of this Contract or the Application thereof is held invalid, that invalidity shall not affect other provisions or applications of the Contract which can be given effect without the invalid provision or application, and to this end the provisions of this Contract are severable. RZH Need Basis (7/01) Page 4 s RZH Urbanized Area Procedural Guide 42 SARATOGA CITY COUNCIL MEETING DATE: January 22, 2002 AGENDA ITEM: ~/~~-~ ~`_ ORIGINATING DEPT: City~Ianager CITY MANAGER: `~ `-'' i~~ _ fix/. _-=~ --._ PREPARED DEPT HEAD: SUBJECT: Grand Opening -Congress Springs Park RECOMMENDED ACTION: Set date: REPORT SUMMARY: With the completion of Congress Springs Park Improvement Project approaching the end it would be the appropriate time for Council to schedule a date and time for a grand opening ceremony. Staff recommends Saturday, Mazch 9, 2002 in conjunction with the opening of the 2002 Saratoga Little League season. FISCAL IMPACTS: N!A CONSEQUENCES OF NOT FOLLOWING RECOMMENDED ACTION: N/A ALTERNATIVE ACTION: N/A FOLLOW UP ACTION: Inform Parks and Recreation Commission and Staff. ADVERTISING, NOTICING AND PUBLIC CONTACT: N/A ATTACHMENTS: None SARATOGA CITY COUNCIL MEETING DATE: January 22, 2002 AGENDA ITEM: /~ /~ ORIGINATING DEPT: City Manager's Office CITY MANAGER: ~ ~`-'~C-~ -~ PREPARED BY: Lorie Tinfow DEPT HEAD: SUBJECT: Neighborhood Traffic Management Program and School Traffic Calming Program RECOMMENDED ACTION(S): None; informational only. REPORT SUMMARY: In preparation for the joint study session with school officials on February 12, copies of both documents that describe theNeighborhood Traffic Management Program and School Traffic Calming Program are attached. Staff is prepared to make a short presentation and/or respond to questions. FISCAL IMPACTS: None; informational only. CONSEQUENCES OF NOT FOLLOWING RECOMMENDED ACTION(S): None; informational only. ALTERNATIVE ACTION(S): None; informational only. FOLLOW UP ACTION(S): None; informational only. ADVERTISING, NOTICING AND PUBLIC CONTACT: Nothing additional. . ATTACHMENTS: • Copies of the Neighborhood Traffic Management Program and School Traffic Calming Program i i NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM _`. - - ,, ,. . ~. ___ - " ; _ ~: ~ -r ;~ .ter ,+.. ..~ ~~ : , f i ~ ,: ,; ~fir' ^-1 r ~ ~ ~ f: ~r f City of Saratoga ~' ~' August 2001 ACKNOWLEDGEMENTS CITY COUNCIL: John Mehaffey, Mayor Nick Streit, Vice Mayor Evan Baker, Councilmember Stan Bogosian, Councilmember Ann Waltonsmith, Councilmember CITY STAFF: Dave Anderson, City Manager Paula Reeve, City Manager's Office John Cherbone, Public Works Director James Jeffery, Traffic Engineer CONSULTANT: Steve Fitzsimons, CCS Dan Smith, Smith E&M INTER-AGENCY SUPPORT City of Mountain View TABLE OF CONTENTS SECTION PREFACE ..................................................................................... INTRODUCTION ......................................................................... BACKGROUND ........................................................................... GOALS OF THE TOOL KIT PROCESS ..................................... THE TWO PHASE PROGRAM, HOW IT WORKS ................... TOOL KIT ..................................................................................... Radar-Speed Trniler-Category 1 ..................................... Striping and Pavement Markings -Category 1 ................ Speed and Warning Signs -Category 1 ............................ Rumble Strips -Category 1 .............................................. Curbside Trees -Category 1 ............................................. Undulations (Speed Humps) -Category 2 ........................ Traffic Circles -Category 2 .............................................. Curb Bulbs (Chokers) -Category 2 .................................. Pedestrian Islands -Category 2 ........................................ Diverters -Category 3 ............:......................................... Semi-Diverters -Category 3 ............................................. Half-Street Closures -Category 3 ................................... Cul-de-Sacs -Category 3 ................................................... Stop Signs -Traffic Control Device .................................. Traffic Signals -Traffic Contro] Device ........................... GLOSSARY ................:................................................................ SAMPLE PETITIONS ................................................................... • PAGE i PREFACE We all must share our streets with our neighbors and other people. 7ust.as we need to drive by other people's houses on other streets on our way to work, school or shopping, other people need to use our street. It is the City of Sazatoga's policy to make residential streets as quiet and safe as possible, while still providing access for people and jobs. The traffic control measures in this booklet are designed to slow down traffic and discourage through traffic on residential streets, while keeping our neighborhoods accessible to police, fire, ambulance services and the residents of Sazatoga. Some of the controls aze appropriate only on local streets. Many of the controls shown here, however, don't work well on arterial or certain collector streets, where through traffic volumes and speeds are high. We encourage you to go through this booklet and Team about the neighborhood traffic controls we have available to help slow down and reduce traffic on residential streets. You can also do your part to help solve neighborhood traffic problems by driving carefully and at reasonable speeds on our streets. Fee] free to callus at (4081868-1200 if you have any questions. Sincerely, City of Saratoga Neighborhood Traj~c Management Program City of Saratoga August 24, 2001 1 INTRODUCTION Character of Neighborhood Traffic Controls Neighborhood traffic controls aze installed to enhance traffic and pedestrian safety and preserve'. neighborhood chazacter and livability. Each device used to influence traffic activity has its own chazacteristic effects on traffic flow; similaz devices can be more or less effective depending on particular site details. Primary effects produced by these controls fall into the broad categories of speed reduction, traffic volume reduction, increased driver awareness, and increased safety. Success of these controls depends on their use in locations and situations for which they are most effective. When appropriately implemented they tend to be self-enforcing and the intended effect on traffic is achieved. When implemented inappropriately, they tend to be excessively violated, unless aggressive enforcement efforts aze made. The City's enforcement resources are always in high demand, and can only provide temporary enforcement of traffic at any one specific site. Most of these controls aze intended for use on neighborhood streets that aze not designated in the General Plan as arterials for circulation purposes or collectors that aze identified as primary emergency response routes (hereinafter referred to as major collectors). While some of these .measures aze also used on arterial and major collector streets, most are not appropriate for such use. Purpose of this Document This document is intended to provide the public with information that will be helpful in identifying appropriate traffic control measures to address neighborhood traffic problems. It illustrates the types of traffic management measures that can be used to control traffic on residential streets in the City of Sazatoga. It identifies the types of traffic concerns each measure addresses. It sets forth the conditions that need to exist before each measure is considered for implementation. Additionally, it identifies specific factors which may favor or disfavor use of a given measure at a particulaz location or for a certain purpose. A frequent subject of community concern on local residential streets (and on busier arterial and collectors with fronting residential land uses where the controls presented in this document may not be appropriate) is excessive traffic speed. An appropriate precedent to the physical deterrents presented in this document is speed enforcement by sheriff department. The drawings, photos, and sketches in this document aze for purposes of illustrating the concepts involved; they do not constitute engineering design recommended for any specific location in Saratoga. Applications at each individual site must be cazefully designed or overseen by a competent professional. Sazatoga and other communities are always looking for better measures for controlling traffic on residential streets. Not all measures used in other communities are included as some aze in Neighborhood Traffic Management Program City of Saratoga August 29, 2001 2 ~1 L J experimental stages and some aze overly restrictive. Any such measures, which prove to be appropriate and effective for use in residential street settings, maybe considered for use in the future. Those illustrated in this document aze a range of controls currently considered appropriate for use in the City of Saratoga, Related Criteria and Policies There aze several related criteria and policies of the City of Saratoga and the State of California that provide a framework for the design, implementation, operation, and enforcement of traffic controls. These criteria and policies need to be considered when planning and developing neighborhood traffic control installations. Among these aze the following: Prioritization methodology -the City's po$cies and methodology for prioritizing the installation of needed controls within prevailing budgetary constraints will affect the timing of implementation. The City follows afirst-come-fust-served policy. Only safety concerns as demonstrated by reported collisions may increase the priority of a given project. Street development and operation standards -the City's street improvement and operational standazds will affect the design and installation of individual measures. Traffic Manual (Caltrans) -the design and usage of all traffic control measures within the State of California are affected by the roadway development and roadway operation practices contained in this manual. Deviations from these practices are unusual and must recognize the potential for problems arising from driver contusion produced by non-standazd devices or installations. Enforcement programs and resources -the City's traffic law enforcement programs and resources will affect the success of some installations that may need aggressive enforcement efforts to be effective. Saratoga Neighborhood Traffic Management Program The Saratoga Neighborhood Traffic Management Program (NTMP) represents the City's commitment to the safety and livability of its neighborhoods. It is a community-based approach to traffic calming. The program is designed to educate and empower residents with the tools to evaluate, develop, and program traffic management solutions. The Program, along with the Tool Kit presented herein, provides a process for identifying, measuring, and dealing with problems related to traffic safety on local streets. This process also provides a means of implementing a City of Saratoga goal to "provide for safe and efficient vehiculaz movement on City of Saratoga streets." ~~ Neighborhood Traffic Management Program Ciry of Saratoga August 24, 2001 3 BACKGROUND Traffic calming began in Europe around 1970 as anon-traditional way to reduce traffic speeds and problems on residential streets. Today aoound the world, and throughout the United States, traffic calming techniques aze still being tested, and approaches to traffic calming vary. Some communities simply lower the speed limits or install stop signs in, areas with speeding problems. Engineering professionals do not typically recommend this approach because it often results in driver disregard for speed limits and stop signs. Other communities, such as the Cities of Redwood City, Mountain View, Cupertino, Menlo Park and Town of Danville, employ a comprehensive and systematic Neighborhood Traffic Management Program (NTMP) to address all types of neighborhood traffic issues. The adoption of the Saratoga NTMP moves the City of Saratoga into the group of cities that are committed to proactively and effectively addressing the needs of its residents. Neighborhood Traffic Management Program August 24, 2001 Ciry of Saratoga GOALS OF THE NTMP PROCESS 1. Neighborhood Livability The City of Sazatoga places a high value on neighborhood livability. Although livability has no precise definition, it can be thought of encompassing the following chazacteristics: • Feeling of safety and security in neighborhoods. • Opportunity to socially interact with neighbors without traffic distractions or threats. • Ability to experience a sense of home and privacy. • Ability to establish a sense of community and neighborhood identity. • Develop a balanced relationship between the multiple uses and needs of a neighborhood. Traffic management plays a vital role in promoting these neighborhood chazac- teristics. The Neighborhood Traffic Management Program (NTMP) recognizes that vehiculaz traffic is only one element of a neighborhood and that other residential needs must be given careful consideration. 2. Citizen Participation Through use of the process outlined in this NTMP, residents can evaluate the various benefits and trade-offs of projects within their own neighborhood and can become actively involved in the decision-making process. 3. Street Ambiance During the process of implementing a traffic calming plan, many opportunities arise to greatly improve the streetscape so it becomes an extension of resident's front yards. For example, medians and traffic circles can be gracefully landscaped to enhance the street and provide additional ambiance in the neighborhood. Neighborhood Tra}~c Management Program City of Saratoga August 24, 2001 S THE TWO PHASE PROGRAM: HOW IT WORKS The NTMP process has two phases. The first phase focuses on education, and providing the neighborhood with tools for resolution and documentation of traffic problem(s). Phase I measures should be thoroughly explored and implemented before moving on to Phase II. If the traffic issue(s) still exists after the first phase, then more restrictive physical devices can be considered and recommended for implementation to the Public Safety Commission or City Council. These restrictive devices can include installations like speed humps, traffic circles, chokers, and islands. The NTMP process is diagrammed on the following page, and described below. Getting the Process Started • Staff Review & Initiation Traffic concerns are reported to the City Traffic Engineer who will help residents gather preliminary data, including volume, speed, and accident information and petitions. If preliminary data reveals that traffic problems are persistent and neighborhood- wide, staff will help residents present the information to the Public Safety Commission and implement the NTMP process. However, if the data reveals that either a simple solution or an immediate hazard to the public exists, staff may address the problem directly and not initiate the NTMP process. • Neighborhood Boundaries The boundaries of the participating neighborhood can be initially defined with input from this NTMP. Boundaries will be confirmed by the City Traffic Engineer before a traffic calming process is launched. These boundaries are open for discussion and possible revision during the first neighborhood meeting. • Neighborhood Survey Residents will prepaze a survey to circulate within the participating neighborhood. This survey will determine the level of agreement among residents that there is a traffic problem the residents want to address through the NTMP process: This survey must show all addresses within the defined neighborhood, and be signed by a majority of the households and/or businesses shown. Each household or business is entitled to one signature. Neighborhood Traj~c Management Program City of Saratoga August 24, 2001 6 Saratoga Neighborhood Traffgc Management Program Process Flow Chart Radmu iamirY mtm RniOmueouuc CiryTM ' Fugixn Simple WpOpu Tn Ciryinme Fnprm muegm~ccum 4knahen ucoan. eequi1Mt Fua pocm. No l niamn pwn du Fm PSC uiw mrt m'suoq SnaYw bwmtluiua idma(bd ' Rniaml. pimw prism J RaWmu eva u,rt uuma PSC meeaeg / SOY.~1 PSC anmom>itcctimu~ryuimL Mry rtfa sigm~mn ~~ bRJffaromNRAPeduaom. obuwd? Faa prem. Customer SerWe<Procas Yn NTMP Protas Neighhm hob mmiog wiN NTMP pomc. ulm.rowPm~. sn g~ FAUUUm WFiJwcmomtrtwmmmrac .~aawr mnri~hm. ~ Ndghhm enbe vn if Phaul~na vrt be,Yilt No PSC nalumn No rcW ~o Procyy to PFasc: Vn stein rcn um Sngyo-aR nMmg maium UefM Plus NngM14a5 cuaulne pnnion Cou om PSC opproves 55.000 PW.auJgiica ~i fuMmB up to 55.000 Cm waa 55.000 FnrummnW PSC upp~wn Faappcm £M poem Favimm~nW mnex~ City COmcJ eppmva Ivug Pmlm.cmqusmWU algu4. Fieeomeeoa maiifvmdd. Eotl rmem Nnn: 'The level of mviimmmul rev'xv oils be hwmuad by she C®mmiry IMtlagmmlDryummt umg CfgAgmhgm. P SC ~ Pup4c Srkry Commucim Awvvpunu: 11 ArevulCPtwa'vy favulfie nlmieg willhe poMMhythe Ciry Cwmca fa Pminn rppovea by the PSC up b • fud b W pl wam~ ISS.OOp) 31 SobtiouuumeCPFmGvg by Oe City Cwmcl ~\ ~ i `~ \ ~ ~\ If there is substantial interest to participate in the program, then the process moves forwazd to Phase I. Phase I: Education & Enforcement Phase I of the traffic calming process involves identifying specific concerns, establishing goals and objectives, defining criteria for "success," and developing a Neighborhood Traffic Plan with measures for implementation. Examples of Phase I Measures include, but aze not limited to, the following: `=€ • Neighborhood Speed WatcFiollecting travel speed data with a borrowed radar gun or a portable unmanned trailer equipped with radaz and a speed limit sign placed so that motorists are awaze of their actual speeds in contrast to the posted speed limit • Neighborhood Traffic Safety Campaign - tazgeted distribution of educational materials regazding traffic safety issues • Neighborhood Outreach -posting signs asking drivers to slow down, or passing out flyers to problem drivers asking them to modify their behavior (note: flyers should only be given to drivers who willingly stop, it is not the intent of this document to encourage residents to force unwilling drivers to stop their cars and receive a flyer) • Targeted Law Enforcement Each neighborhood participating in the program must begin with Phase I. The public edu- cation provided in Phase I might enable residents to distinguish between real and perceived speeding problems, and begin the discovery process necessary for change. Steps For Implementation of Phase I The following is a step by step approach to implementing Phase I of the NTMP process: Srep I: Kick-Off Meeting Residents will organize a community meeting with neighborhood residents to introduce the NTMP process to residents at this meeting: • Distribute and discuss program materials; • Finalize neighborhood Project Area boundaries; • Identify specific traffic concerns and issues; • Discuss any traffic control measures previously implemented; • Establish goals and objectives of the neighborhood; • Define criteria for "success" of the program; Neighborhood Traj~c Management Program Ciry of Saratoga August 24,.2001 8 • Establish a Neighborhood Traffic Committee (NTC) and to work closely with the Public Safety Commission (PSC) and City staff during this process; • Elect a chair of the NTC to schedule meetings and serve as the point of contact for City staff. Step 2: Data Collection With the specific traffic concerns expressed at the Kick-Off Meeting, residents can work with the City Traffic Engineer to conduct a thorough analysis of the traffic issue. This involves collecting and analyzing travel speed and traffic volume data, and may also address accident data, traffic volumes, neighborhood citation history, and other community problems. Step 3: Re-Group Meeting(s) The neighborhood will re-group to discuss the. analysis of the data collected. With this additional information, the NTC, City Traffic Engineer and PSC will work together to develop Phase I measures designed to meet the established objectives. At this meeting, a trial period will be established to analyze the effectiveness of Phase I measures. Step 4: Implementation and Trial Period Phase I measures will be implemented for a period of one to six months, as established by the NTC. The NTC will measure the effectiveness of Phase 1 measures using the criteria for "success" established during the Kick-Off Meeting, and review the findings with the City Traffic Engineer and PSC. Phase I measures may include the following: • Public outreach • Speed limit signs • Use of a speed-radar trailer that displays a speed limit sign and the actual travel speed of a passing motorist • Targeted law enforcement Srep 5: Phase I Evaluation Meeting The NTC and City Traffic Engineer will present the results of the Phase I measures to the PSC. Phase IL• Traffic Calming Devices If the Phase I measures were not effective or "successful," as defined by the neighborhood's criteria, or if the Phase I results are only temporary, residents may elect to move to Phase II of the program. In Phase II, a Neighborhood Traffic Plan (NTP) may be developed to include the placement of physical devices on neighborhood streets. Phase II measures aze typically more costly and may require involvement of appropriately licensed professionals. Consequently, each project Neighborhood Traffic Management Program Ciry of Saratoga August 24, 2001 9 area will have a budget (as funding permits), and maybe subject to the review and approval of the City Council. Examples of Phase II Measures include, but are not limited to, the following: • Traffic circles • Speed Humps (pavement undulations) • Full-Diverters (street closures) • Semi-Diverters (partial street closures) • Median Barriers and Islands • Chokers Approval of Phase77Measures The NTP developed in Phase II will require a majority neighborhood consensus for implementation. A petition drafted by the Neighborhood Traffic Committee (NTC) will be circulated throughout the defined Project Area. Each household or business is entitled to one signature. According to the State of Califomia Vehicle Code, restrictive measures such as those proposed under Phase II can only be implemented by ordinance or resolution by the City Council or for small projects, by the PSC under umbrella authority granted by the City Council. Some Phase II measures may also generate potentially significant physical impacts and may require the preparation of an environmental document, as required by the Califomia Environmental Quality Act (CEQA). The City Council must review and approve an environmental document prepared for the NTP. The Phase II measures discussed in this NTMP are divided into three categories. Category 1 includes devices that require minimal environmental review and can be implemented quickly. Category 2 contains devices that may require moderate environmental review because of potential traffic impacts outside the neighborhood. Implementation of Category 2 devices may requite several weeks of review before a project can be implemented. Similarly, Category 3 devices may cause extensive traffic diversion, and may require several months of review before a project can be implemented. Steps for Implementation of Phase77 See the following "Tool Kit" section of this document \J Neighborhood Traff c Management Program City of Saratoga August 24, 2001 10 TOOL KIT After testing public outreach and law enforcement to achieve the goals adopted by a Neighborhood Traffic Committee (NTC), a Neighborhood Traffic Plan (NTP) may be developed to include the placement of physical devices on neighborhood streets. This too] kit provides traffic management policies that aze both proactive. and preventive measures. The tool kit is divided into three categories that increase the degree of traffic control within a neighborhood. The categories are as follows: Category 1 involves residents, the Public Safety Commission (PSC) and City staff working together to identify the traffic concerns of the neighborhood and how these concerns can be addressed by simple measures such as public outreach or tazgeted law enforcement. Category 1 measures can typically be implemented without extensive environmental review or involvement of licensed engineers. ^ Category 2 uses more restrictive measures that may divert traffic and or may alter access to property. Category 2 is initiated if Category 1 measures are believed to have no effectiveness, or if there aze no feasible Category 1 measures that fully address the neighborhood concerns. Category 2 measures should be developed under the direction of an appropriately licensed professional, and may require environmental review. Category 2 measures will require more study than Category 1, and more time will pass before an NTP can be implemented. ^ Category 3 uses the most restrictive measures that will divert traffic, such as street closures or diverters. Category 3 is only initiated if Category 2 measures are believed to have no effectiveness in a trial implementation or if there are no feasible Category 2 measures that address the neighborhood concerns. Category 3 measures should be developed under the direction of a licensed professional engineer, and may require detailed environmental review. The time required to study Category 3 measures and complete the required environmental review will be considerably longer than Category 1 or 2. Initiating a Trafftc Calming Study A neighborhood desiring a Phase 2 traffic calming project must submit a letter to the City of Saratoga Public Safety Commission (PSC) that explains the problems and the results of the Phase I efforts. The letter should also include a map showing the location of problem and boundaries of the impacted neighborhood, along with copies of the signed petitions from the Phase I effort. The PSC receives the petition letters and takes action on afirst-come-first- served basis. The PSC, with support from City Staff, reviews the petition letters and ensures that all affected areas are included. Once the boundaries of neighborhood are established, the City staff organizes akick-off meeting to present the boundaries and discusses the traffic concerns with the residents. Neighborhood Traffic Management Program City of Saratoga August 24, 2001 11 Category I Prior to the kick-off meeting, the City staff conducts a field review to check the existing conditions and collects the traffic data necessary to make informed decisions. At the kick off meeting, the City staff presents the boundaries of neighborhood and the data collected. In addition the City staff discusses with the residents the traffic neighborhood traffic concerns and sets the following: • The number subsequent meetings • The date, time, and location of these meetings. In subsequent meeting, the NTC and City staff work together to develop atraffic-calming plan for the neighborhood, which addresses the neighborhood's traffic concems. The traffic measures used for Category 1 are low cost and simple measures, which are generally visibility, signing, and striping improvements. The Category 1 measures include: • Neighborhood Traffic Safety Campaigns-targeted distribution of educational materials regarding safety issues. • Striping changes • Parking restrictions • Crosswalks . • "Bots" dots, reflective mazkings • Use of radar-speed trailer in neighborhoods • Addition or removal of turn lanes The NTC develops a plan with assistance and review by the City staff for modification, adjustments and suggestion. A simple majority petition is circulated by residents to determine if the plan should be implemented or not, where approval requires 50% plus one signature in support of the plan. IjCategory 1 measures are believed to be adequate, the plan is implemented for a trial period of at least two months. At end of the trial period, City staff collects the necessary traffic data to evaluate the effectiveness of the measures. If the Category 1 measures are not believed to be adequate, or if the measures aze not successful in addressing the traffic concerns of neighborhood during a trial period, Category 2 measures maybe studied. Category 2 Category 2 measures aze more restrictive traffic control devices, which may divert traffic and impact access to property. The traffic measures used for this category are higher cost and include the following devices: • Chokers Neighborhood Traffic Management Program City of Saratoga August 24, 2001 12 • Pedestrian islands and median islands • Curb extension • Traffic circles • Speed Humps The Category 2 process is similar to the Category 1 plan process. First, the City staff sets the number subsequent meetings and the date, time, and location of these meetings. In subsequent meetings, the NTC develops a plan with assistance and review by the City staff. A plan is developed and ballots aze sent to each impacted household within the neighborhood. Since Category 2 plans may include more restrictive and costly devices, petitions demonstrating support by a majority of residents in the effected azea must be filled out before the City will take action to implement a plan. If Category 2 measures are believed to be adequate, the plan advances to environmental review. City staff will determine the level of review required. Upon completion of environmental review, the NTP is implemented for a trial period of at least two months. At end of the trial period, City staff collects the necessary traffic data to evaluate the effectiveness of the measures. If the Category 2 measures are not believed to be adequate, or if the measures aze not successful in addressing the traffic concerns of neighborhood during a trial period, Category 3 measures maybe studied. Category 3 A Category 3 study considers traffic diversion measures and thus requires the following: 1. A review of potential environmental impacts of the traffic calming devices, which is required by the California Environment Quality Act (CEQA). 2. Approval from the. PSC 3. Approval from the City Council The Category 3 measures may include: • Diverters • Half-street closures • Full-street closures • One-way, two-way conversions The plan development process is similaz to the other categories except a 2/3 majority of the neighborhood is required for approval. The plans must also clear the CEQA process and approvals by both the PSC and City Council. Neighborhood Tra)~c Management Program City of Saratoga August 24, 2001 13 Removal of Traffic Calming Devices Any traffic calming measure can be removed in all Category plan at any time. It requires a petition signed by a simple majority (50% plus one) of residents in favor of removing the devices. Removal of traffic calming devices will be scheduled on afirst-come-first-served basis. Description of Traffic Calming Devices The various traffic calming devices discussed above aze shown on the following pages. A list of traffic control devices that are often requested by residents is also included. Neighborhood Traffic Management Program City of Saratoga August 24,.2001 14 RADAR-SPEED TRAILER -CATEGORY 1 Description: A device that can be borrowed from the Santa Claza County Sheriff s Department and positioned in the pazking lane of a Ciry street. A standazd speed limit sign matching the posted speed for the street is prominently displayed, alongside or near an electronic output that shows the actual travel speed of an approaching vehicle.. The device can record the speed and time of day of each passing vehicle. Objective: Obtain compliance with posted speed limit. Specific Applications: Used on any street classification as long as space is available to pazk the trailer. Prerequisites, Limitations & Constraints: Must be requested as part of the Phase I process, with appropriate support from the neighborhood. Best results occur in straight roadway sections. Use of the trailer in curved sections can result in inaccurate travel speed readings. Use is subject to availability. Benefits occur while trailer is in place and for a few days thereafter. Advantages/Other Considerations: Studies of this device demonstrate good effectiveness while the device is in position. Speed limit compliance benefits can continue after removal of the device for several weeks, gradually diminishing. Minimum Requirements: A simple majority of residents in neighborhood must sign a petition indicating a need to reduce traffic speeds. Alternate Devices/Strategies: Tazgeted law enforcement. Cost (Typical): $15,000 per unit. Loans of this equipment can be made at no cost to residents under appropriate circumstances. Neighborhood Traffic Management Program City of Saratoga August 24, 2001 15 STRIPING AND PAVEMENT MARKINGS -CATEGORY 1 Description: Painted or thermoplastic mazkings on the pavement to delineate the roadway for controlled use. May include double yellow lines, shoulder stripes, bike lane stripes, or text. Objective: Control and constrict vehicle travel paths to encourage slower speeds. Delineate areas of pavement for use by pedestrians or bicyclists. Specific Applications: Used on any street classification as long as width is available to maintain 10 feet (minimum) travel lanes and 7 feet (minimum) pazking lanes, as appropriate. Prerequisites, Limitations & Constraints: Must be requested as part of the Phase I process, with appropriate support from the neighborhood. Results may be mixed with minimal speed reduction. Best success is for delineating no-auto portions of the pavement. Advantages/Other Considerations: Relatively low cost application, effective 24 hours a day. Can enhance pedestrian use of roadway. Minimum Requirements: A simple majority of residents in neighborhood must sign a petition indicating a need to delineate roadway. Alternate Devices/Strategies: Sidewalks, chokers. Cost (Typical): $10 per squaze foot of striping. \_J Neighborhood Traffic Management Program City ojSaratoga August 24, 2001 16 SPEED AND WARNING SIGNS -CATEGORY 1 Description: Speed and warning signs, including street legends, are the easiest and simplest of the techniques on this list. The purpose of posting the speed limit on a residential street is to inform the motorist of the prima facie speed limit of 25 miles per hour and to attempt to gain compliance with the speed limit. Warning signs provide information to the motorist. Fabrication and installation of a sign is a low-cost item. However, the effectiveness of the signs is short-lived and motorists who travel the azea soon pay no attention to them. Also, a proliferation of signs could cause visual blight or visual pollution in some neighborhoods. Objective: Obtain compliance with posted speed limit. Specific Applications: Used on any street classification. Prerequisites, Limitations & Constraints: Must be requested as part of the Phase I process, with appropriate support from the neighborhood. Advantages/Other Considerations: Signage complements directed enforcement efforts, and gives drivers fair warning of speed limits. May install pavement legend to compliment signage. Must comply with State and Municipal Codes. Minimum Requirements: A simple majority of residents in neighborhood must sign a petition indicating a need to reduce traffic speeds. Alternate Devices/Strategies: Tazgeted law enforcement. Cost (Typical): $300 per sign. $600 per pavement legend. i Neighborhood Traffic Management Program City of Saratoga August 24, 1001 17 RUMBLE STRIPS -CATEGORY 1 Description: Rumble strips consist of raised ceramic mazkers that were designed to alert drivers to dangerous or unexpected conditions. On local streets their purpose is to alert drivers of the need to pay attention to special conditions. Objective: Alert drivers to special conditions such as curves or crosswalks. Specific Applications: Used on any street classification. Prerequisites, Limitations & Constraints: Must be requested as part of the Phase I process, with appropriate support from the neighborhood. Advantages/Other Considerations: This alternative has had a mixed response in cities where it has been implemented. The objection to the rumble strips lies in the noise that is created by vehicles traveling over the strips. In some neighborhoods, the noise seems to be more intrusive than in other neighborhoods. Increased driver awazeness is a commonly accepted benefit. Bicyclists may find the rumble strips to be objectionable, therefore, they aze not recommended on a bicycle route. Increased maintenance may also be required.. Minimum Requirements: A simple majority of residents in neighborhood must sign a petition indicating a need to reduce traffic speeds. Residences directly fronting the rumble strip location must support the installation. Alternate Devices/Strategies: Tazgeted law enforcement. Cost (Typical): $500 per lane. Neighborhood Traffic Management Program City of Saratoga August 24, 2001 18 CURBSIDE TREES -CATEGORY 1 . Description: The purpose of planting trees in the curbside or pazking strip azea in front of the sidewalk of a residential or collector street is to give the impression of a narrower street and thus slow traffic. A variation on this planting idea is to place trees at selected parking space locations along the street. Criteria for the installation of trees includes the following: • Other traffic management devices are not acceptable to the emergency response services. • The neighborhood is opposed to other measures or othez measures previously installed aze not as effective as desired. • The neighborhood is deficient in street landscaping. • Existing conditions, such as right-of--way and sidewalks, allow for installation of trees. Objective: Obtain compliance with posted speed limit. Specific Applications: Used on any street classification. Prerequisites, Limitations & Constraints: Must be requested as part of the Phase I process, with appropriate support from the neighborhood. Advantages/Other Considerations: Trees act as a buffer zone between motorists and pedestrians and also provide a visual barrier between the two. Trees have no impact on the volume of traffic but have a minor impact on speed. To be effective, trees must be planted consistently along street frontages at a rate of about one every 30' to 50' and will need several yeazs to mature. ~ . Minimum Requirements: A simple majority of residents in neighborhood must sign a petition indicating a need to reduce traffic speeds. Alternate Devices/Strategies: Tazgeted law enforcement. Cost (Typical): $100 to $300 per tree.. Cost varies with type and size of tree selected. Total cost vanes with block length and installation type desired. Neighborhood Traffic Management Program Ciry of Saratoga August 24, 2001 19 i Neighborhood Traffic Management Program City of Saratoga August 24,.2001 20 UNDULATIONS (SPEED HUMPS) -CATEGORY 2 Description: Gradual rise and fall in pavement surface, generally to a maximum height of 3.75 inches in a circulaz azc projected over a 12 or 14 foot chord in the direction of travel. Creates an undulation (variation) or hump in the roadway surface. Objective: Reduce vehicle speed. Specific Applications: Used on local streets or collectors that aze not identified as emergency response routes experiencing speed problems. May be considered when 85th percentile speed is 8 mph or more above the speed limit, or maximum travel speeds aze 20 mph or more above the posted speed limit. Prerequisites, Limitations & Constraints: Street must have 25 mph speed limit. Street cannot be classified arterial or have more than two travel lanes. Street cannot be a principal emergency vehicle route, public transit route or truck route. Undulations should not be placed on blocks serving as primary access route to significant truck traffic generator, even if not designated as truck route. Undulations may increase access time of emergency vehicles. They should not be placed on grades exceeding 8 percent, at points within 150 feet of intersections or where horizontal and/or vertical aligtunent limits sight distance. Also, cannot be placed over or very close to manholes, utility valves, or street monumentation. When feasible, they should be located to take advantage of existing street lighting fixtures on or close to property lines or to take advantage of side-lot frontages. Ideally used on streets with vertical curbs. For streets with rolled curbs or no curbs, drivers may steer around the hump and into front yards to avoid the installation. ~ ' Minimum Requirements: Prior to consideration, representatives (owners or occupants) of a majority of the addresses with front or side frontage on the affected area in question must sign a petition favoring the installation. Residents duectly adjacent to the installation(s) must support the installation(s). A petition must be circulated to all households for three blocks or 2000 feet, whichever in less, on either side of the proposed speed hump locations. The petition must show all household addresses. Advantages/Other Considerations: Highly effective, modest cost, self-enforcing. Undulations may produce minor traffic diversions. Recognized as different from common "speed bumps" which aze regazded as unsafe for use in the public right-of--way. Some jurisdictions aze using undulations with profiles longer than 12 feet in the direction of travel (most commonly 20 feet) in efforts to lessen the severity of effect on long wheelbase vehicles or to make the undulations more appropriate to driver expectations of travel along urban streets. Benefits include reduction in 85`" percentile speeds of 3-4 mph, and reduction of maximum speeds of 5-10 mph. Speed reduction may not occur for the first several days after the installation. Typically install two undulations per block (800 feet maximum spacing), installing only one undulation may reduce the level of benefit, Alternate Devices~Strategies: Circles, curb bulbs, serpentine, enforcement. Cost (Typical): $3,000 (asphalt paving) to $8,000 per block (brick paving). Neighborhood Traffic Management Program City of Saratoga August 24, 2001 21 Undulations- --` Figure 2a -The Difference between a "Common Speed Bump" and a "Speed Hump." 3.5" - 3.75' -J Figure 2b -Typical Undulation Dimensions. (Along Center Line of Road) W37 Sign i SPEED BUMP is W6(15) max Sign Adiacent m Undulation 30'k30" Warning Sign Black on Yellow 6" Series'E' Letters Speed Bumps N°R W71C iBao Advanced Warning Sign (where appropriate). Figure 2c -Typical Oakland Installation. Figure 2d -Warning Signs. Neighborhood Traffic Management Program August 24, 2001 22 City of Saratoga Speed Bump Speed Hump TRAFFIC CIRCLES -CATEGORY 2 Description: Raised islands placed in the middle of an intersection; not necessari]y precisely centered or exactly circulaz. Objective: Reduce speed. Increase safety by establishing predictable flow patterns at intersections. Reduce broadside collisions. Neighborhood Traffic Applications: Used at intersections on streets where more restrictive speed or volume measures (like undulations, cul-de-sacs) are undesired or inapplicable; where speed problems are focused at intersections; or where unusual intersection geometry and excess traveled-way surface creates unpredictable flow pattems and conflict points. Prerequisites, Limitations & Constraints: Used for speed control on local access streets only. Speed control effect'on most vehicles within 200 feet of the intersection (similaz to STOP signs), although circles have amid-block speed control effect on the fastest vehicles. Circles aze best used where the desire is to control speed neaz intersections or to affect mid-block speeds of the fastest vehicles, rather than speeds of average drivers. Effects on speed may be intensified if used at a sequence of intersectiohs or in combination with other devices to create a cumulative effect. Size and specific shape must be customized to individual intersection geometry. Intersecting streets normally must both be in excess of 30 feet curb-to-curb width to allow adequate space for the circle and traffic lanes. Circle diameters aze typically 12 feet or more. Requires good sight distance and level to moderate grade conditions. Middle of the intersection positioning gives rise to the need for good visibility across-the circle and makes circles susceptible to being struck by errant traffic. High-visibility materials, reflective signs and mazkings, and mountable materials should be used. May require reconstmction/relocation of manholes, utility valves, and street monumentation. Emergency services may find circles neazly as problematic as cul-de-sacs or diverters. Application requires cazeful consideration of emergency service needs. Advantages/Other Considerations: May necessitate pazking limitations on intersection approaches. Bicycle and pedestrian paths must be redesigned around new vehicle paths. Razely causes traffic diversion. Benefits include reduction in 85's percentile speeds of 1-2 mph, and reduction of maximum speeds of 5-10 mph. Studies suggest broadside accident reductions of 50 to 90 percent. Minimum Requirements: Prior to consideration, representatives (owners or occupants) of a majority of the addresses with front or side frontage on the affected area in question must sign a petition favoring the installation. Residents duectly adjacent to the installation(s) must support the installation(s). A petition must be circulated to all households for one block or 1000 feet, whichever in less, on each side of the proposed hafflc circle locations. The petition must show all household addresses. Alternate Devices: Undulations, curb bulbs, chicanes. Cost (Typical): Depends on size of island and pavement azea. For a typical residential streets intersection, at approximately right angles, approximate cost aze $8,000 handscaped; $25,000 landscaped. Neighborhood Traffic Management Program City of Saratoga August 24, 2001 23 Traffic Circles Neighborhood Traffic Management Program Ciry of Saratoga August 24, 2001 24 Medium Cost Example of a Traffic Circle in Palo Alto Rancho San Antonio Pazk CURB BULBS (CHOKERS) -CATEGORY 2 Description: Extension of the curb into the former paved street azea (backed by sidewalk, landscape and other features) to narrow the street traveled way at intersections and other key locations. These are different from the semi-diverters discussed elsewhere in this document in that they do not extend faz enough into the street to block a traffic lane (as do the semi- diverters). Objective: Enhance pedestrian safety and traffic safety, slow fuming traffic, increase traffic awazeness of neighborhood environment. Neighborhood Traffic Applications: Best used at intersections where there is intent to reduce the length of crosswalks and to place pedestrians at a better driver-pedestrian sight line before pedestrians leave the curb. Used for speed control of turning traffic by forcing smaller turn radius. Used to control speed by creating sense of narrowness. Used to give visual cue to drivers of transition from arterial-collector environment to local access neighborhood environment. Prerequisites, Limitations & Constraints: Can be used on any street classification. Cannot be used on streets of less than 22 feet traveled way width, or to narrow the traveled way to less than 22 feet (2-way), onto narrow individual lane width to less than 11 feet. Cut outs may be needed for bike lanes. Design must respect tum radius requirements for common vehicles and gutter flow and drainage inlet requirements. May require relocation/adjustment of utility valves and manholes. Advantages/Other Considerations: May include landscape/urban design features to create "gateway" treatment. May be useful on streets where sideswipe of pazked vehicles is a problem. Can be used in staggered configuration to create chicane effect and used at mid-block as well as intersection comers to create portal effects. Benefits include reduction in fuming vehicle speeds to 15 mph or less, increased pedestrian safety and comfort, minor traffic diversion. Minimum Requirements: Prior to consideration, representatives (owners or occupants) of a majority of the addresses with front or side frontage on the affected area in question must sign a petition favoring the installation. Residents directly adjacent to the installation(s) must support the installation(s). A petition must be circulated to all households for one blocks or 1000 feet, whichever in less, on each side of the proposed choker locations. Alternate Devices: Undulations, circles. Cost (Typical): Per each: $3000 hndscaped; $8,000 landscaped Neighborhood Traffic Management Program Ciry of Saratoga August 24, 2001 25 s Curb Buibs Figure 4a - At Intersection, Most Often Used to Create "Entry or Gateway Effect." L _J Te#uretl Paving SlantlaN Srceer Tree in ~Hantlicap' nee Well lryp Ramps 2a' Raisetl Planters "" am W/Trees & Low Flowering Shrubs Neighborhood Traffic Management Program August 24; 2001 26 ~ ~~ ~ ~ (y~ ~ Figure 4c -Paired at Midblock to Create 'Slow Point' Where Opposed Drivers Must Defer to One Another. City ofSaratoga Figure 4b - Staggered at Midblock to Create a Chicane Effect. Planting Heavily Protected by Concrete Planter. Mountain View Example PEDESTRIAN ISLANDS -CATEGORY 2 Description: Pedestrian islands involve the use of raised islands (includes curb, gutter, landscape or hndscape and other design features) at intersection to provide a midway pedestrian refuge and to block left tom paths that would otherwise cross the centerline to achieve higher speeds. Islands aze built along the centerline of a street, or between intersections on a given street to occupy excess traveled-way space. Objective: Reduce speed of fuming traffic at intersections of two-lane roads, or create pedestrian refuges in the middle of long crosswalks. Neighborhood Traffic Applications: Raised islands at intersection approaches or in curved, mid-block sections aze used for two main purposes: 1. To reduce speeds at intersections, typically turning traffic on low volume streets that makes wide, high-speed toms. 2. To reduce mid-block speeds on long blocks with lazge radius curves. Prerequisites, Limitations & Constraints: Pedestrian islands can be placed at intersections with any street type, and can also be placed mid-block on collectors or arterials. Requires adequate sight distance and absence of severe grades or awkwazd geometric conditions. i Design details of median islands must include provision for special emergency vehicle passages at key locations, Handicapped ramps or gaps at pedestrian crossings accommodate bicyclist crossings. Advantages/Other Considerations: May include landscape/urban design features to create "gateway" treatment. Should not be installed unless majority consensus exists in neighborhood. Major disadvantage is vehicle strikes, which may result in damage to vehicles and claims against the City. Reflective signs (N or R mazkers) and curbs painted with white reflective paint aze required to minimize vehicle strikes. Benefits include reduction in turning vehicle speeds to 15 mph or less, increased pedestrian safety and comfort. Minimum Requirements: Prior to consideration, representatives (owners or occupants) of a majority of the addresses with front or side frontage on the affected azea in question must sign a petition favoring the installation. Residents duectly adjacent to the installation(s) must support the installation(s). A petition must be circulated to all households for one block or 1000 feet, whichever in less, on each direction from the proposed pedestrian island locations. Alternate Devices: Circles, chokers. Cost (Typical): Per each: $3000 handscaped; $8,000 landscaped. • Neighborhood Traffic Management Program City of Saratoga August 24, 2001 27 San Jose Example u Neighborhood Traffic Management Program City of Saratoga August 24, 2001 28 Example of landscaped Pedestrian Island in Sacramento DIAGONAL DIVERTERS -CATEGORY 3 Description: Uses curb, gutter, sidewalk, centerline striping, signs, mazkings and other design features to convert two streets intersecting at generally right angles into two unconnected streets, each making a right angle turn at the former intersection. Objective: Reduce traffic by creating less direct and less convenient routings through neighborhoods. Neighborhood Traffic Applications: Placed on local access streets experiencing significant through traffic burdens, where some physical restraint of traffic paths is acceptable and desirable, and where the more rigorous restraint of cul-de-sacs is undesired or unacceptable. Prerequisites, Limitations & Constraints: Maybe placed only on local access streets with not more than two lanes. Intersecting streets both must be at least 30 feet in curb-to-curb width to allow adequate space for development of the diverter and the travel lanes. Not acceptable across public transit routes. Requires adequate sight distance and reasonable grade conditions. Prototype designs require site-specific customization. Used singly or in combination with other devices in neighborhood diversion system. Normally requires assessment of their effects in broad azea circulation context, even if not intended as part of a neighborhood system. Effects of diverted traffic must be regarded as acceptable; can shift traffic to other local streets. Reasonable access to "internal" properties and streets must be maintained. May require reconstruction/relocation of manholes, utility valves, drainage inlets and street monumentation and construction of additional fire hydrants. Requires emergency vehicle access features on key emergency service routes. Advantages/Other Considerations: Less significant adverse effects on regularly routed services (i.e. refuse collection, school transit) and inconvenience to irregulaz services (i.e. pazcel delivery, moving vans) than cul-de-sacs. Design features can mitigate effects on bicycles and bikeways. Creates opportunity to reduce street crossings in pedestrian paths to schools, pazks and community facilities as well as landscape opportunity. Objective with landscape is to create appearance that streets never actually intersected in the original pattern. Minimum Requirements: Prior to consideration, representatives (owners or occupants) of a ' 60% majority of the addresses with front or side frontage on the affected azea in question must ' sign a petition favoring the installation. All residents drrectly adjacent to the installation(s) must support the installation(s). The affected azea will be defined by City staff, and will include current and future paths leading to and from the diverter. The petition must show all household addresses. Alternate Devices: Cul-de-sac, semi-diverter, median island, channelization, tum prohibitions. Cost (Typical): $10,000 handscaped; $15,0001andscaped. Neighborhood Traffic Management Program City of Saratoga August 24, 2001 29 Diagonal Diverters Figure l0a Diagonal Diverters Change Two Crossing Streets Into Two Unconnected Streets, Each Making aRight-Angle Turn. Figure 1061 Landscape Diverter: Ultimate Objective of Landscape is to Create Apppearance Streets Never Connected. Figure 1062 Hardscapped Diverters: Can be moderate cost curb, gutter, sidwalk like illustration or low cost bollard construction. Figure lOb View illustrates How Diagonal Diverter & Cul-De-Sac Can be Used to Create Safe Pedestrian Paths Across Streets in Neighbohoods to Key Destinations Such as Parks & Schools. i Neighborhood Traffic Management Program City of Saratoga August 24, 2001 30 SEMI-DIVERTERS/CHANNELIZATION -CATEGORY 3 Description: Use of curb, gutter, possibly landscape and other features (or use of raised bazs or bollards in substitute for curb and gutter) to prohibit specific through or turning moves at intersections. Objective: Reduce traffic volume; reduce through traffic. Neighborhood Traffic Applications: Used on local access streets in situations where there is desire to reduce through traffic. Often used in combination with other devices in a neighborhood system. Typically used when existing conditions constitute a severe problem for residents. Prerequisites, Limitations & Constraints: Used only on local access streets. Normally positioned in combination with other devices to force cut-through traffic to use arterial streets. Use can lead to driver resentment. Can lead to access difficulties for existing residents, and may be a problem for guests or legitimate deliveries to residents in the project area. Requires adequate sight distance, absence of severe grade or awkwazd geometric conditions. May require relocation or adjustment of drainage, manholes, utility valves or street monumentation. Advantages/Other Considerations: Can be used effectively where emergency vehicle route considerations limit application of other devices. Effective on narrow streets where other devices are problematic. Minimum Requirements: Prior to consideration, representatives (owners or occupants) of a 60% majority of the addresses with front or side frontage on the affected azea in question must sign a petition favoring the installation. All residents directly adjacent to the installation(s) must support the installation(s). The affected azea will be defined by City staff, and will include current and future paths leading to and from the semi-diverter. The petition must show all household addresses. Alternate Devices: Diagonal diverter, cul-de-sac, median island, turn prohibitions. Neighborhood Traj~c Management Program City of Saratoga August 24, 2001 31 Cost (Typical): $4,000 handscaped; $6,000 landscaped. Channelization ;;. 1' (e) Partial Mutes Requires Right (~ On Thru-Streets at "T". Tums Only on Outbound Movements. Figure 7 -Channelization Controls Turning Movements at Intersections. Neighborhood Traffic Management Program City of Saratoga August 24, 2001 32 (a) Staz Requires All Right Turns (b) Diagonal Bazs -Eliminate Thrus and Some Lefts (c) Trumpet Mutes -Requires 12ight- Tum-Only In & Out on Some Approaches. HALF STREET CLOSURE -CATEGORY 3 Description: Use of curb,. gutter, possibly landscape and other features (or use of raised bars or bollazds in substitute for curb and gutter) to convert a street block formerly accessed at both ends to a two-way street with egess at both ends but with ingess at only one end. Objective: Reduce traffic volume; reduce particulaz patterns of through traffic. Neighborhood Traffic Applications: Used on local access streets in situations where there is desire to reduce traffic but with less rigorous effect than imposed by cul-de-sacs and diagonal diverters or where the desire is to affect a specific pattern of through traffic. Often used in combination with other devices in a neighborhood system. Prerequisites, Limitations & Constraints: Used only on local access streets. Normally positioned to limit ingess rather than egess, since egess restraint traps the unwitting motorist, leading to difficult turn-azound maneuvers, driver resentment and frequent avoidance violations. Best placed to control access at arterial boundaries to neighborhoods since placement at secluded locations within neighborhoods aze subject to higher rates of violation. Requires adequate sight distance, absence of severe grade or awkward geometric conditions. May require relocation or adjustment of drainage, manholes, utility valves or street monumentation. Advantages/Other Considerations: Can be used effectively where emergency vehicle route considerations limit application of other devices. Effective on narrow streets where other devices aze problematic. Minimum Requirements: Prior to consideration, representatives (owners or occupants) of a 60% majority of the addresses with front or side frontage on the affected azea in question must sign a petition favoring the installation. All residents directly adjacent to the installation(s) must support the installation(s). The affected area will be defined by City staff, and will include current and future paths leading to and from the half closure. The petition must show all household addresses. Alternate Devices: Diagonal diverter, cul-de-sac, median island, turn prohibitions, channelization. Cost (Typical): $4,000 handscaped; $6,000 landscaped. Neighborhood Traj~c Management Program City of Saratoga August 24, 2001 33 s Neighborhood Traffic Management Program City of Saratoga August 24, 2001 34 Example of Low Cost Half Street Closure from Sacramento Mountain View Example CUL-DESAC-CATEGORY3 Description: Located at intersection limits or at mid-block. Using curb, gutter, sidewalk, bollazds and/or other design features, revises a block with a through traffic pattern to create a block which has traffic ingress and egress at only one end, or at both ends but with through travel eliminated. Creates a situation similaz to streets sometimes provided in new subdivisions that have ingress/egress at one end only. Objective: Reduce traffic volumes and travel speeds. Neighborhood Traffic Applications: Used on local access streets with significant through traffic volume. Normally used at intersections except on streets where transitions between residential and other land uses suggest amid-block location. Prerequisites, Limitations & Constraints: Used only on local access streets; unacceptable on collectors and arterials. Not acceptable across public transit routes. Requires adequate sight distance and reasonable grade conditions. Pazking restrictions usually necessary to create tum- azound space at interior(s) of device. Turn-around maneuvers aze extremely difficult if used with less than 36-foot curb-to-curb width. May require widening in turn azea. Prototype designs require site-specific customization. Used singly or in combination with other devices in neighborhood diversion system. Normally requires assessment of effects in broad azea circulation context, even if not intended as part of a neighborhood system. May require reconstrucrion/relocation of manholes, utility valves, drainage inlets and street monumentation and construction of additional fire hydrants. Requires emergency vehicle access features on key emergency service routes. Advantages/Other Considerations: Potential significant adverse effects on regulazly routed services (i.e. refuse collection, school transit) and inconvenience to irregulaz services (i.e. parcel delivery, moving vans), especially because the fuming circle routinely incorporated at the end of cul-de-sacs built in new subdivisions can rarely be developed in the retrofit ones. Design features can mitigate effects on bicycles and bikeways. Provides opportunity to reduce street crossings in pedestrian paths to schools, pazks and community facilities as well as landscape opportunity. Objective with landscape is to create appeazance that street traffic way never went through cul-de-sac azea. Minimum Requirements: Prior to consideration, representatives (owners or occupants) of a 60% majority of the addresses with front or side frontage on the affected azea in question must sign a petition favoring the installation. All residents directly adjacent to the installation(s) must support the installation(s). The affected area will be defined by City staff, and will include current and future paths leading to and from the cul-de-sac. The petition must show all household addresses. Alternate Devices: Diagonal diveRets, semi-diverters, median islands, channelization. Cost (Typical): $10,000 in handscape - $15,000 per installation in landscape (cost can vary significantly as result of site conditions). Neighborhood Traffic Management Program City of Saratoga August 24, 2001 35 U i Cul-De-Sac wan cal-ae-aac at - internal location, outsitle traffic will LoCfll wander into the Wdh cul-desac at peripheral location, neighborhood and outside traffic is barred - - - be trapped. rt~ rather than trapped. Cul-desac at midblock Arterial may surprise vehicles from both directions. Midblock treatments. Cultie-sec on shod I ~ i best used only at land block minimizes - ~ use transition points. backing difficulties lACal of large vehicles. Cul-de-sec on long ' block creates g ~ ~ ~ o~o ~ difficulties for large J - J J `+~ J J tdi J vehicles which may have to beck out. Figure 9a - Cul-De-Sac Location Implications. Neighborhood Traffic Management Program August 24, 2001 36 Figure 9d - On Narrow Streets Cul-De-Sac Mav Necessitate Parking Restriction and or Spot Widening for Adequate Turning. City of Saratoga Figure 9b - Hardscaped Cul-DrSac. Figure 9c -Landscaped Cul-De-Sac. STOP SIGNS -TRAFFIC CONTROL DEVICE Description: A regulatory sign placed at intersections which requires drivers to come to a complete stop and assure that it is safe to proceed under the normal right of way rules before proceeding into the intersection. Objective: Control of right of way at intersections where there is reason to believe that the intersection does or would not operate within reasonable safety expectations if left to operate as an. uncontrolled intersection under the general right of way law. Often this is because of factors that obstruct sight distance for vehicles entering the intersection from conflicting approaches. Neighborhood Traffic Applications: Residents often desire STOP signs as a remedy for perceived collision or pedestrian crossing dangers at intersections, as a traffic diversion device, or for speed control. Requests for neighborhood applications frequently become controversial for two reasons. Fust, traffic engineering practice normally requires objective evidence of need for right of way control, rather than just the perception of danger. Second, the use of STOP signs for diversion or speed control is contrary to traffic engineering evidence and opinion, which azgues such STOP applications aze ineffective for those purposes. Prerequisites, Limitations & Constraints: Warrants for STOP signs defined in the California Department of Transportation Tra, fftc Manual should be followed at all intersections on streets designated arterials and maior collectors. These warrants aze incorporated into this document by reference, and are summarized below. . Numerous California communities have found that the warrants in the Traffic Manual tend to emphasize the traffic flow function of arterial and major collector streets, and are unresponsive to the needs on residential streets. The following warrants, patterned after ones in use in other Bay Area communities, aze to be used in evaluating appropriateness of STOP signs at residential intersections of local access streets or minor collectors with other local access streets. The warrants for installation of all-way stop signs on residential collectors or minor residential streets are satisfied if the following conditions exist: The total volume on the major (busier) street approaches is at least 2,000 vehicles per day, and the total volume on the minor street approaches is at least 900 vehicles per day, and at least one of the following conditions exist: 1. When 20 or more elementary school children use the intersection going to or from school at a time when at least 300 vehicles (total from all approaches passing through the crosswalk) are in direct conflict with pedestrians; 2. When 20 or more elementary school children use the intersection at a time when the 85th percentile speed is at least 10 mph higher than the posted speed limit, and lower speeds at the intersection aze necessary for pedestrian protection (speed measured at or very neaz the intersection, on the street crossed by pedestrians); 3. When the 8-hour approach volume (total of both approaches) on the minor street is greater than 30% of the total 8-hour approach volume for all approaches, and the Neighborhood Traffic Management Program City of Saratoga August 29, 2001 37 total 8-hour approach volume for all approaches averages at least 250 vehicles per hour; 4. When 3 or more accidents of types correctable by all-way stop control have occurred within a recent 12-month period. 5. Proximity to land uses that generate significant cross-street pedestrian movement. 6. Other criteria as adopted by the City Council. Advantal~es/Other Considerations: Readily understood. Can be installed quickly and inexpensively. Ineffective as speed control device except within 200 feet of intersection (where it also ha,s the undesired effect of increasing traffic noise). May have some effect on mid-block speeds of the very fastest drivers, while not affecting mid-block speeds of the vast majority of drivers. Ineffective as a traffic diversion device except where travel time using the short-cut route through the neighborhood offers only a small advantage over the travel time using the more apliropriate route. Stop signs installed when warrant criteria aze not met tend to be disregazd~d by many motorists. Minimunx Requirements: Prior to consideration, representatives (owners or occupants) of a simple majority of the addresses with front or side frontage on the affected azea in question must sign a petition favoring the installation. Must satisfy Caltrans warrant criteria. Alternate Devices: For right of way control: yield sign, traffic signal, occasionally circles. For speed control: traffic circle, undulations, enforcement aze preferable. Diverters, semi-diverters, cul-de-sags, median barriers, tum prohibitions and channelizations aze preferable as diversion devices. Cost (TyF~ical): $500 per intersection for 2-way STOP; $1000 per intersection for 4-way. Stop Signs i Neighborhood Traff c Management Program City of Saratoga August 24, 2001 38 TRAFFIC SIGNALS-TRAFFIC CONTROL DEVICE Description: A traffic signal system installed at intersections assigns right-of--way to drivers at the various approach lanes by displaying a red, yellow, or Been light. Objective: Control of right of way at intersections where there is reason to believe that the intersection does or would not operate within reasonable safety or congestion expectations if left to operate as an uncontrolled intersection under the general right of way law. Neighborhood Traffic Applications: Residents may desire traffic signals as a remedy for perceived crossing dangers at intersections, or for ease of access to or from a neighborhood. Prerequisites, Limitations & Constraints: Warrants for traffic signals defined in the California Department of Transportation Traffic Manual should be followed at all intersections These wazrants aze incorporated into this document by reference, and generally require a minimum volume of cazs on the major and minor streets to demonstrate a net improvement in traffic operations with the traffic signal. Advantages/Other Considerations: Readily understood. Studies for installation of a traffic signal should typically occur independent of a traffic calming study. Minimum Requirements: Must satisfy Caltrans warrant criteria. Alternative Devices: Roundabout (lazge diameter traffic circle), sight distance improvements. • Cost (Typical): $150,000 ' Neighborhood Traffic Management Program Ciry of Saratoga August 24, 2001 39 GLOSSARY Access The ability to enter and/or exit a property, street or neighborhood; includes both ingress and egress ADT Average daily traffic, or the number of vehicles that travel a roadway in one 24-hour weekday period. Chokers and Bulb-Outs An extension of the curb towards the center of a street, either in the mid-block or at the intersection, used to narrow the roadway to slow traffic. Chicane An artificial curve added to an otherwise straight street. Cul-de-sacs Complete closure of the street, either at intersections or at mid-block, to completely block access from one end of a street while allowing adequate turnaround. Diagonal Diverter Barrier placed diagonally across an intersection to convert the intersection into two unconnected streets to break up through routes. Forced Channelization Similar to diverter; used to force traffic to right or left. Grade A vertical incline; can be either uphill or downhill. ITE Trip Generation Handbook The Institute of Traffic Engineers (ITE) professional manual that compiles surveys of the amount of vehicle trips generated by land use type. Ingress and Egress The ability to enter (ingress) and exit (egress) a property, street or neighborhood, such as a driveway serving a pazking lot. MUTCD Manual on Uniform Traffic Controi Devices. Mid-block Any point between successive intersections along a street. NTC Neighborhood Traffic Cornmittee. Neighborhood Traffic Management Program City of Saratoga August 24, 2001 40 NTC Neighborhood Traffic Committee NTMP Neighborhood Traffic Management Plan NTP Neighborhood Traffic Plan Necked Intersection Similaz to a choker or a bulb-out placed at an intersection; used to narrow the intersection to slow traffic. One-Way Entrance and Exit Similar to a diverter; used to prohibit entrance or exit into or out of a street or neighborhood. Pavement Undulation Also called "speed humps." They aze raised pavement areas across a roadway that aze generally 3 to 4 inches high with a travel length of 12 to 14 feet. i Prima Facie Speed Limit The apparently obvious speed limit on a street with no posted speed limit, such as 25 miles per hour on a local resident street. Raised Medians They aze used to control fuming movements and provide pedestrian refuge. Roundabout These are Similaz to traffic circles but have splitter islands that prevent trucks from turning in front of the circle. Rumble Strips Patterned sections of rough pavement, used as a means of attracting the driver's attention. Safe Stopping Distance Also safe sight distance. A distance of sufficient length such that a driver can avoid striking an unexpected obstacle on the roadway. Semi-Diverters Partial street closures which limit access to a street from one direction by blocking half the street. Speed Bump A raised pavement azea across a roadway and generally has a height of three to six inches with a travel length of one to three feet. Speed Hump Also called "pavement undulations." They aze raised pavement azeas across a roadway and generally has a height of three to four inches with a travel length of 12 to 14 feet. Neighborhood Traffic Management Program City of Saratoga August 24, 2001 41 Speed Survey A survey of vehicles performed with radaz to determine the speed at which they are traveling. The 85'h percentile speed is commonly used as the indicator of the appropriate roadway speed. Radar maybe used to enforce a speed limit set with a radaz survey. Speed/Warning Signs Speed limit signs and signs warning motorists of traffic conditions such as speed humps or schools. Sight Distance The maximum distance at which a driver can cleazly see an oncoming vehicle, a stopped vehicle or an obstacle in the roadway; this distance is often reduced by the vertical and horizontal alignment of a roadway. Traffic Calming A technique for reducing the speed and volume of traffic on residential streets that uses various traffic control devices. Traffic Circle Round,raised islands placed at the center of an intersection. They aze typically effective tools as intersection calming devices. Traffic Control Devices A general category of physical devices used to direct and slow traffic, such as speed humps or traffic circles. Vpd Vehicles per day L Neighborhood Traffic Management Program Ciry of Saratoga August 24, 2001 42 PETITION -PHASE I We the undersigned aze concerned about traffic volumes and/or travel speeds in our neighborhood. We urge the City of Sazatoga to implement measures to address our concerns, which may include the following: • Public outreach • Speed limit signs • Use of a speed-radaz trailer that displays a speed limit sign and the actual travel speed of a passing motorist • Targeted law enforcement Address Name and Signature of resident (must be 18 or older Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Instructions: 1. Attach a map of the project azea. 2. Make copies as needed, circulate to obtain signatures. 3. Before circulating petition, write the addresses of homes in the project azea. 4. Deliver original petition to the Public Safety Commission or City Manager's office after the required number of signatures is obtained. Neighborhood Traj~c Management Program Ciry of Saratoga August 24, 2001 43 PETITION -PHASE 2 i We the undersigned aze concerned about traffic volumes and/or travel speeds in our neighborhood. We urge the City of Saratoga to install traffic calming devices shown on the attached plan to address our concerns. We agree that these devices should be tested for a minimum period of 3 months, and will only be removed by request of a. simple majority of residents. Instructions: 1. Before circulating petition, write the addresses ofhomes in the project area. 2. Prepare a map of proposed traffic calming devices, showing the device locations and addresses of residences in the project azea. 3. Make copies as needed, circulate to obtain signatures. 4. Deliver original petition to the Public Safety Commission or City Manager's office after the required number of signatures is obtained. Address Name and Signature of resident (must be 18 or older Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Printed Name: Signature: Neighborhood Traj~c Management Program City of Saratoga August 24, 2001 44 TRAFFIC DATA Street Name: _ Cross Street: Contact Person: Date /Time Observation Instructions: 1. This form can be used for recording times and days high speed drivers aze noted, recording speeds, traffic counts, or license plate information. If used for logging high speed drivers, include the day of week in the Observations column. Date: - Direction: Phone: Neighborhood Traffic Management Program City of Saratoga August 24, 2001 45 CITY OF SARATOGA SCHOOL TRAFFIC CALMING PROGRAM P~rticip~ting Schools s Campbell Union School District: Campbell Vnion High School District: Cupertino Union School District: Los Gatos/Saratoga Unified High School District: Saratoga Union School District: Colleges: Private Schools: Marshall Lane Elementary Prospect High School Blue Hills School Christa McAulifFe School Saratoga High School Argonaut School Foothill School Oak Street School Redwood Middle School West Valley Community College ~ a ,f ~ f i- i Sacred Heart School Saint Andrew's School . TABLE OF CONTENTS SCHOOL TRAFFIC CALMIlVG TOOLS SECTION: Enforcement and Monitoring ..........................................:...... Traditional Enforcement Zero Tolerance Enforcement School Citation Program Speed Monitoring Trailer Neighborhood Speed Watch Signing and Striping ................ Speed Limit Sign Parking Restrictions Restricted Movement Sign Crosswalk Rides to School Program ............. ALTRANS Bikepools Carpools Walkpools Promotional Events PAGE ............10 ................... 16 ........................................... 21 Site Improvements ......................................................... Redesign by District Staggered Bell Times Pick-up and Drop-off Procedures Parking Lots and Loading Areas Area Maps Bussing ................................ VTA Subscription Services Pedestrian Safety .............................. Crossing Guazd Safety Patrol and Escort Service Suggested Route to School Plan Safety Education ................... 33 .................... 39 ................... 42 SS1TF-091001 - Page 2 SCHOOL TRAFFIC CALMING PROGRAM A PARTNERSHIP PARENTS, SCHOOL DISTRICTS, CITY OF SARATOGA Program Need and Purpose Saratoga children and schools are the backbone and future of our City. As our City has matured the Saratoga Schools environment has also changed and brought with it different needs and challenges which impact not just quality education, but the quality of life of our children, their parents and the residents or business adjacent to the schools. Concerns regarding children's safety, emergency access, congestion and neighborhood impacts have led to the development of a Saratoga Schools Traffic Calming Program. The Program is an interactive partnership to plan and manage school traffic in the City and at individual schools. The partnership elements and traffic calming tools are tailored to provide opportunities for the three major partners to improve conditions. The three partners: the Saratoga Schools partners, The City of Saratoga, and the School Parents working together can improve individual school safety, congestion and our quality of life. The goal of this School Traffic Calming Program is to provide the tools and an interactive process whereby each of the partners can come to a consensus on a traffic management plan for each individual school. As individual school populations have risen, so have the traffic concerns. In many ways the traffic problems have increased faster than the school population problems, as we have generally been able to increase the physical size of schools to keep up with population growth but have not been able to fully address the traffic circulation, loading and parking infrastructure due to limited space. Coupled with the individual school population increases is the increased number of parents driving their children to school, and related concerns regarding child safety and supervision. These fears manifest themselves in each parent wanting to see the child safely into the school building and not left unsupervised on the streets or school grounds. • SSTTF-09!001 Page 3 ROLL OF THE PARTNERS (PARENTS, SCIIOOL DISTRICTS, CITI~ Each of the Partners has numerous opportunities and limitations in terms of addressing community and school traffic concerns. In addition to jurisdictional issues, there are obvious financial considerations. The overall program is, at the bottom line, driven by what our citizens believe are the most important priorities to be met. Funding to resolve the problems comes from our citizens either via the City, the School Districts or volunteer involvement by the citizens themselves. The traffic problem, in simplest form, is a manifestation of too many vehicles in one place at one time. The physical school site can accommodate the students. During the beginning and end of the school day, the school parking and loading facilities at some school sites cannot accommodate the peak demand for parent vehicle loading and parking, which spills off of the school grounds into neighborhood streets and private property. Adequate sidewalks and bike lanes also may not exist to encourage safe walking/biking to school as a vehicle alternative. School District Responsibilities: The primary purpose of the Schools is to educate students; however, safety in getting to and from school is also a critical concern. School Officials cannot control the behavior of parents and drivers, however they can assist with educating parents and implementing policies that create a safer more efficient use of the available drop-off/pick-up facilities at each of the individual schools. Below is a list of alternatives that may come under the jurisdiction of the School District: • Staggering Bell Times (Teachers Union must accept) • Supporting School Bussing Programs • Management of Existing Loading and Parking Facilities • Marketing of Calming Program • Local Administrative Support of Parents and the Calming Program • Financial Support of Calming Program • Improve/Expand loading and parking facilities • Before/After School on-site Supervision of Children • Proactive Neighborhood Relations • Pedestrian/Bike Access Plans Parent Responsibilities: The safety of their children is usually the primary issue that parents cite when discussing concerns about school congestion. However, based upon the actions of many parents, time is almost as important an issue. In an ideal SSTTF-091001 Page 4 i situation, many parents would prefer to drive their child to school themselves, drop-off and pick-up their child at the curb in the school loading area and return home with no delays. Unfortunately, while many parents attempt to do this, the physical limitations of the loading areas result in significant congestion and delays. By becoming an active partner in the Program, parents can save time, reduce congestion and pollution and provide a safe environment for their children. Below is a list of how parents can help: • Active Participation in a School Traffic Committee • Participation in a Carpool, Bike-pool or Walk-pool • Volunteer at school by assisting in School Traffic Calming Plan • Instructing children to load and unload quickly and safely • Following the loading procedures developed by the Traffic Committee • Obeying traffic laws • Being courteous and friendly to parent volunteers, school staff and other parents • Utilizing and Supporting Bussing options where possible In order to facilitate the development of effective school traffic calming plans a clear decision process is needed that works for each of the three partners, parents, school administrations and City. Concerned parents need to know how their efforts or suggestions can effect improvements. Such suggestions need the review of those who have experience in implementing such improvements. In addition, the suggestions need to be able to be reviewed by those most closely impacted by such suggestions, i.e. the parents. Giveri the ongoing turnover of parents at any specific school and the changing dynamics of changing school boundaries and commute patterns there are always problems and/or suggestions being presented to solve individual school traffic problems. The City of Saratoga Schools Traffic Calming Program recognizes this dynamic and requires the formation of a standing "School Site Traffic Committee". The Committee shall have a Chair and as many committee members as may wish to volunteer (Four or more committee members recommended). The school Principal or designated school site administrator shall be a member of the School Site Traffic Committee. This committee will report to the school's Parent/Teacher organization and be given appropriate time on meeting agendas to discuss proposals and problems. For details on the formation of a School Site Traffic Committee see the "How To" section on page 6. ssTTF-o9looi Page 5 The development of the School Traffic Calming Plan for each school site shall be the responsibility of the City of Saratoga Schools' Transportation Task Force with input from the School Site Traffic Committee from each school. Approval of the Plan shall require sign off by the parent/teacher organization for the school and the school principal. Any elements regarding school crossing guards or public street regulations will require approval by the City. All Plans shall include the following: o School general statistics o Key staff and traffic personnel names and telephone numbers o School attendance boundaries o Preferred routes to school map o Maps of designated bus routes and bike lanes o A polling plan to describe car, van, walk and bike pool elements o Loading and unloading and parking policies for staff, volunteers and parents o School Traffic Safety rules o Requested bike lanes, sidewalks, crossing guards, striping and signage for City approval o Transportation alternatives available to parents Any requests for school site physical plan revision, for example, added parking or loading area, shall be routed via the principal. to the School District Administration. School Districts shall keep an updated listing of key staff personnel at each school to facilitate coordination and communication of staff, City traffic and police personnel and school Traffic Committee Chairs. City Responsibilities: The City is responsible to ensure the most efficient and safe usage of public streets via the policing and usage of traffic control devices. In addition, the City of Saratoga has taken on the responsibility of developing and coordinating , the School Traffic Calming Program via the City's Saratoga Schools, Saratoga Public Safety Commission, ALTRANS, Saratoga Schools Transportation Task Force (SSTTF), which includes members from the Sheriffs Department, City Traflic Engineering Consultant as well as the School Representative from each school. Through this forum, the School Site Traffic Committee Chairs may have issues/concerns addressed at the SSTTF by contacting any member of the SSTTF and requesting the item be placed on the SSTTF agenda. • ssrrF-ostoot Page 6 School related traffic has increased significantly through the combination of a growing population and increased parent safety concerns. New ideas are required to deal with the current traffic and safety concerns at schools. The City has responded by assisting with traffic issues at individual school sites, and by forging partnerships with the School parents and ALTRANS. Below is a list of responsibilities and alternatives for the City: • Convene SSTTF • Enforce traffic laws • Install appropriate traffic control devices • Supply Crossing Guards at warranted locations • Assist with the development of School passenger loading procedures • Market and support the ALTRANS Trip Reduction Programs • Installing any/all necessary elements that assist school transportation alternatives • Financial Support of Program • Provide design review when requested by School District The "School Traffic Calming Toolbox" included within this program gives examples of activities and devices, which may be employed by each of the partners. OTHER PARTNERS: An important partner in reducing the number of vehicles at any given school is the ALTRANS program, which provides ride sharing to match parents needs to carpool and provides data and support to bussing programs. HOW TO: Implementation of the School Traffic Calming Program School Site Traffic Committees: The most essential feature in this program is the formation of the School Site Traffic Committee. The committee should consist of a committee chair, committee members and a school site administrator. This committee will be the body that will maintain the day-to-day operation of the Program, as well as carries on parent concerns to the City and School District via the SSTTF. The SSTTF should be notified when a school site committee wishes to be formed. The SSTTF consists of members from the Sheriffs Department, Public Safety Commission, ALTRANS, City Traffic Engineering Consultant, as well as the School Representative from each school. Through this forum, the School Site Traffic Committee Chair may have issues/concerns addressed at the SSTCF-091001 Page 7 SSTTF meeting by contacting SSTTF chairperson and requesting the item be placed on the agenda. Duties of the Chairperson include interfacing with SSTTF, School Site Traffic Committee (SSTC), School Site Administrator and School District Liaison to coordinate the program for the school site. In addition, the chair should report to the Parent/Teacher organization to supply them with current information and issues. This committee is aynsmy. saoao,mn . ~~ ~•. ~. ~ ia~a,emo. ne,a Takfaroe \ ~~ sam 9e. ~ AinapY TN1c r«u« responsible for managing The School Traffic Calming Program including such elements as: • Parking Lot Management Develop, review, and communicate traffic calming plan for individual site. • Promotion of Safetv Unloading in Parking Lot Aisles: Mixing of pedestrians and vehicles in the same area is difficult at best and unpredictable and unsafe at worst. Parking requires turning around other vehicles, many of which are large and vision obscuring. Unparking requires backing, which is probably the most hazardous for pedestrians due to certain blind spots in today/s larger vehicles. The layout of each school area has been done to provide the most loading space possible next to the sidewalk area where vehicle traffic will not be crossing. If, due to crowding, unloading must be done from the parking areas it should be done from the parking stalls and not from the aisles (unless specific school plan prohibits parked vehicles from leaving during loading and unloading times). It is strongly suggested that the parent walk the child to the sidewalk areas to assure their safety in the lot where vehicles are moving. While unloading from the parking aisles may be closer than some other spaces, it creates delays and blocks the parking spaces which may be used by other parkers. Dumping the children into the aisle ways does not offer the opportunity to walk the children to the sidewalk area without further delaying other drivers who also would like to use the parking area. ssrrF-ov~oo~ Page 8 Many drivers are reluctant to use parking areas when they find they are delayed by inconsiderate blockage of the aisles. If these designated spaces cannot be used then more congestion results on the streets in front of and around the school. The role of the program and the parents is to facilitate the drop-off and pick-up procedures to ensure the highest degree of safety during the school bell times. School Traffic Rules Safety is the primary concern in developing our School Traffic Rules. School arrival and departure times create conditions where large numbers of children are walking/biking with large numbers of vehicles arriving and departing, and in many locations, these paths must cross. We encourage parent volunteers to assist in monitoring these problem locations and encourage each driving parent to understand the School Traffic Rules and the Traffic Laws of the City and State. Violation of the traffic laws result in safety problems, if these violations continue to occur, a no tolerance enforcement program may have to be initiated, or in the worst case, pedestrian accidents result. • Handling/managing safety issues as they are initiated by concerned parents, staff and community members. SS77'F-091001 Page 9 SCHOOL TRAFFIC CALl~~IIl~TG TOOLBOX i SSTTF-091001 Page 10 City of Saratoga School Traffic Calming Toolbox Purpose: This toolbox was developed to provide guidance on the use of various school traffic calming devices in the City of Saratoga. The toolbox is intended to give guidance in the overall School Traffic Calming Program. Each page provides the following information for different traffic calming devices. Description: • An illustration or written description is provided for each. Application: • Each school traffic-calming device is designed to address specific issues. The application outlines the common sues for each device. Advantages /Disadvantages: • Each tool included in the toolbox provides some advantages to school related traffic calming; each has negative impact as well. These are outlined so that the tool can be evaluated for both the positive and negative effects. Variations: • There are often several variations or levels to the specific calming device. These are provided in this section. Considerations: • This section offers a variety of issues that should be considered for each traffic calming measure. Responsibility: • Groups with varying levels of responsibility with the devices include City, School District, Sheriffs Office, Residents, Parents, School Principal, and (School Traffic Coordinator). This section outlines those responsibilities. Cost: • The cost section is intended as a general guide to costs, using high, moderate and low designations for the different devices. SS1l'F-091001 Page 11 ENFORCEMENT MONITORING SSTTF-091001 ~ Page 12 Traditional Enforcement Description: Police presence to monitor speeds, traffic safety procedures and issue citations as warranted. Application: • Streets with documented traffic related problems and congestion due to school pick-up and drop-off. • Useful for quick mitigation • Locations where restrictions are being violated Advantages: • Effective while officer is actually monitoring traffic Flexible measure that can be implemented in most any location at short notice • Personal contact with educational opportunity Visibility of marked patrol car encourages compliance Disadvantages: • Not self enforcing; temporary measure • Disrupts efficient traffic flow on high volume streets Short "memory effect" on motorists when enforcement officers are no longer present Considerations: • May be used during "learning period" when new devices or restrictions first implemented Responsibility: • Sheriffs Office Cost: • Range from low cost for limited response to high cost primarily due to staffing requirements in daily monitoring SSTTF-091001 Page 13 ZERO Tolerance-Enforcement - - - - Description: Sheriffs deputies presence to monitor speeds, traffic safety Procedures and issue formal citations. Application: • Streets with documented traffic related problems and • Congestion due to school pick-up and drop-off • Locations where restrictions are continuously being violated Advantages: • Effective while officer is actually monitoring traffic • Flexible measure that can be implemented in most any location at short notice • Personal contact with educational opportunity • Visibility of marked patrol car encourages compliance Disadvantages: • Not self enforcing; temporary measure Disrupts efficient traffic flow on high volume streets • Short "memory effect" on motorists when enforcement officers are no longer present Considerations: • May be used during "learning period" when new devices or restrictions first implemented • Used when courtesy citations prove ineffective Responsibility: • Sheriffs Office to monitor school areas , • Residents and parents should continue to inform Sheriffs Department of violations in school areas Cost: • High cost primarily due to staffing requirements needed for daily monitoring and enforcement ssrrF-o9ioo~ Page 14 School Citation Program Description: • Warnings given by School Site Traffic Personnel to • Parents who break common traffic laws Application: • Given to drivers who leave their vehicle unattended • In a loading zone or have conducted a vehicle • Maneuver that is unsafe Advantages: • Effective while volunteer is actually monitoring traffic • Flexible measure that can be implemented in almost • Any location at short notice • Personal contact with educational opportunity Disadvantages: • Not self enforcing; temporary measure • May disrupt efficient traffic flow on high volume streets • Short "memory effect" on motorists when enforcement officers are no longer present Considerations: • Warnings of any form may cause confrontation • Citations should be given with good judgment so those offenders take the program seriously Responsibility: • School personnel. in charge of giving warnings Cost: • Low to medium cost depending on staffing requirements from school ssTTF-o9tOm Page IS • Speed Monitoring Trailer Description: wwa~ City places trailer to monitor speeds and volume. ~ - Application: • Streets with documented speeding problems Advantages: • Effective while trailer is actually monitoring speed of vehicles • Flexible measure, can be implemented/deployed at any location Disadvantages: • Not self enforcing, temporary measure, involves voluntary compliance . • Short term "memory effect" when monitor is no longer present Considerations: Maybe used during learning period Responsibility: • City Cost: • Low cost for deployment SSTTF-091001 Page 16 Neighborhood Speed Watch Description: Increases motorist awareriess of The 25 MPH speed limit on local Streets and reduce speeds in Our neighborhoods. The Program includes: . ~~ ~~ ~ .~ - _. Neighborhood informational fliers 0 They contain accident and speed data and information on targeted enforcement. Neighborhood Speed Awareness Signs 0 Unique messages and graphics mounted on temporary signboards to be displayed in residents' yards. Targeted Police Enforcement 0 Neighborhood groups work with Sheriffs Office to identify repeat speeders and coordinate the best times for targeted enforcement. Application: • Any residential street where speeding is a problem Advantages: Educational tool • Residents directly involved in the solution Disadvantages: • Duration of effectiveness maybe limited Responsibility: • Residents and Sheriffs Ofyce Cost: • Expensive to enforce SSTTF-091001 Page 17 SIGNING AND C STRIPING ssrrF-09~OO1 Page 18 Speed Limit Sign Description: Signs that define the legal driving speed under Normal conditions Application: 'i~PEED'~ LIMIT 25 • Install "When Children are Present" (R72) as appropriate Advantages: • Provides clear definition of legal speed limit • Provides context for enforcement efforts • Provides goals for traffic calming efforts ~~ Disadvantages: • Typically not effective in and of themselves • Not self enforcing • Requires on-going police enforcement • More visual pollution from signs in the neighborhood Considerations: • Speed limits are set by an engineering analysis and tend to be higher than limits • Set by political pressures Responsibility: • City install and maintain Cost: • Low cost SSTTF-091001 Page 19 Parking Restrictions Description: Signs that identify limited time parking areas. These areas could include placards that prohibit unattended vehicles or time restrictions. Application: • Used at school frontage to increase the • Loading area. Usually installed with AM and • PM time restrictions that coincide with the • School bell times Advantages: • Defines drop-off area • Restricts long term vehicles from creating physical barrier • Facilitates traffic flow Disadvantages: N4 LOADING H ____ I, o 0 • Reduces available parking to residents on a short term basis Considerations: • Time limit should minimize inconveniences to residents • Must be enforced routinely to maintain compliance Responsibility: • City to install and Sheriff's Office to monitor Cost: • Low cost SSTTF•09t00~ Page 20 Restricted Movement Sign Description: Signs that prohibit certain movements at intersections and driveways. Application: • Any location deemed appropriate Advantages: • Redirects trafiirto main streets • Reduces cut-through traffic • Addresses time-of--day specific problems Disadvantages: 7 AM TO 7 PM MON - FRI • Not self enforcing • May increase trip length for some drivers • May redirect traffic into adjacent neighborhoods • Restriction is placed on everyone, including residents wishing to enter their own neighborhood • More visual pollution from signs in the neighborhood Considerations: • Maybe used on a trial basis • May require ordinance • Should not be used where tum lane exists Responsibility: • City install and maintain Cost: • Low cost SSr1'F-091001 Page 21 Crosswalk Description: The marked crosswalk is a useful traffic engineering device for channelizing pedestrians and helping pedestrians fmd their way across intersections. It is used to show the preferred route to pedestrians when crossing the street. Advanced signing and striping add to the safety, giving vehicles several visual aids to recognize crossing area. Application: • Installed in locations where children cross to school Advantages: • Acts, in a limited manner, as a warning device and reminder to drivers that this is a location where pedestrian conflicts can be expected • Helps to channelize and limit pedestrian traffic to specific locations Disadvantages: Many pedestrians to feel overly secure when using a marked crosswallc If overused, may cause disrespect for pedestrian regulations and traffic controls Considerations: Unjustified and poorly located marked crosswalks may cause an increased expense to the taxpayers for installation and maintenance costs which may not be justified in terms of improved public safety Such crosswalks may tend to increase the hazard to pedestrians and drivers alike Further consideration of flashing beacons that can be installed in locations where high volume and/or high vehicle speed are present Responsibility: • City to install and maintain all signing and striping Cost: • Medium cost due to yearly striping and maintenance SSTTF-091001 Page 22 RIDES TO SCHOOL ~ PRO GRAM ssTTF-o9toot Page 23 ~~S Description: Local Transportation Demand Management Company that. specializes in providing a. variety of commute alternatives to the K-12 schools and Colleges in Santa Clara County. "" Application: • ALTRANS coordinates alternative transportation services such as a Carpool to School Program and assists with promoting Carpoolzip.com directly to the parents and student commuters and identifies and informs the potential carpool used through various marketing efforts by utilizing an interactive and web-based carpool referral system • ALTRANS also provides a Transit Encouragement Program for middle and high school age students, aBicycle/Pedestrian Safety and Encouragement Program and a comprehensive Educational Outreach Program designed to introduce alternative transportation modes to individuals as they progress from students at our local schools and colleges to adult commuters Advantages: • ATRANS provides an existing framework of proven trip reduction services, activities and accomplishments with little or no development and implementation time that takes away from trip reduction results • The coordination of all work is provided by staff with years of transportation demand management experience • ALTRANS offers a consistent program that allows for program continuity and long- term program awareness • ALTRANS is a known entity, which allows for greater parent/student recognition providing commuters with a more familiar program at a local community level Disadvantages: • More costly than having an all-volunteer program Responsibility: • Main coordinator of trip reduction services Cost: • Overall moderate cost. Extremely low cost and cost effective when comparing other traffic calming techniques SSTCF•091001 ~ Page 24 Baseline Student Transportation Studies Description: ALTRANS would coordinate a major Student Transportation Baseline Survey directed towards the parents and students of all K-12 students and the local college. This survey would identify the current transportation patterns and will determine what the parents and students report as the perceived and actual roadblocks to using commute alternatives. The questions that the survey will ask will identify the current mode of transportation that the parent/student is using to arrive to school and home, how many times they make the trip each day, distance from home to school, attitudinal questions why they don't use specific modes of transportation and a question that will identify what type of commute alternative mode and program they may want to use. The mechanics of the survey will include conducting the survey over the Internet and distributing survey Scantron forms inside each of the back-to-school packets, where the parents (and college students) will return the surveys back to the school office and through the US Postal Service. ALTRANS staff would collect the surveys and have them processed through ALTRANS' technical department. In addition to this baseline student transportation survey and analysis, a thorough Traffic Study should be performed by a qualified fum outside of ALTRANS, which will compliment this project. Once the overall baseline survey and traffic analysis is complete, a report of fmdings would be generated to school administrators and city staff with complete recommendations for action. Advantages: • It is extremely important to identify the current transportation usage that exists before applying trip reduction and traffic calming measures Disadvantages: • Some of the proposed trip reduction services may need to be delayed until survey studies are completed in order to identify the needed and preferred solutions Responsibility: • ALTRANS, traffic engineer and coordinated efforts by school and city staff Cost: • Moderate to high SSTTF-09100 Page 25 Carpool to School Program - K-12 Schools and Colleges Description: ALTRANS would provide a Carpool Request Form/Flyer and send them out to all parents attending the school via the Back-to-School Packets, inviting the parent to register on-line through Carpoolzip.com. Pazents can view their carpool partners immediately once they fill out the registration form through the Internet. In order to increase the number of potential carpoolers, ALTRANS also provides Pro-Active Carpool Trip Plans, which identifies pazents living in specific zones, or azeas that can support new carpool formation. ALTRANS sends a message to the pazents that live close to the participating carpool parents, informing them that other parents in their same neighborhood are looking to share rides and asking them to also go on-line to register and immediately view a list of other parents interested in carpooling from their same neighborhood. Every parent and college student that received a,Pro-Active Carpool Trip Plan and signed up for the carpool referral service would be electronically surveyed in order to determine the effectiveness of the program. Application: • Perfect for parents that didn't know that attother pazent lives close by and is also wanting to carpool. Acts as a major referral tool • This program is also applicable to college students, who are communicated to directly Advantages: • Allows pazents and college students to view areal-time carpool database of other parents/college students willing to carpool • Reduces trips and traffic congestion and pollution azound school • Improves traffic, bicycle and pedestrian safety • Ability to gauge effectiveness of the program through service surveys • Improves community and residential relationships around schools as the school neighbors (that don't have children attending the school) start seeing a difference in their neighborhood Disadvantages: • Initial reluctance at first with sharing rides with non-family members. This is reduced when pazents meet the prospective carpool partner in an informal arrangement prior to the first carpool ride and works out any potential problems Responsibility: • Parents, high-school and wllege students who drive Cost: • Low to moderate implementation and maintenance program costs SSTTF-091001 Page 26 Transit Encouragement Program for College, Middle and Aigh Schools Description: Procurement of an annual Pre-Paid Transit Pass ALTRANS will work with the schools and the school district at developing and implementing a K-12 and College Transit Access Program which allows all students to cost- effectively use VTA transit by showing apre-paid ID card and sticker. Transit Encoura e~ ment Once the pre-paid and extremely cost-effective pass has been secured, ALTRANS will distribute Pro-Active Transit Trip Plans to all college, middle and high school students letting the student commuter know that direct transit routes are near their home. ALTRANS will geo-code all student data at these schools and will distribute Pro-Active Transit Trip Plans to all those students that live within'/< mile (for middle and high schools and up to 1 mile for college students) of a direct transit route to their home and school locations. ALTRANS will provide a copy of the Pro-Active Transit Trip Plan, which identifies which bus to catch, which bus stop to use, the time to catch the bus and how long it takes to get to their respective school site. At least 50 percent of all parents and college students that received apro-Active Transit Trip Plan will be surveyed in order to determine the effectiveness of the program. Advantages: • Amore cost effective and convenient way to pay for transit • Ability to target-market to the students that can utilize transit to school • Less traffic and pollution as students use fixed route bus service • Ability to gauge effectiveness of the program through service surveys . • VTA's bus routes become better used which leads to an improvement of bus service Disadvantages: • Some students will not live within a close distance to a direct transit route and may need to transfer between routes, which may take longer to commute to school Responsibility: • College, middle and high school students Cost: • Moderate SsrrF-o91o01 Page 27 Safe Routes to School Program Description: Research and inventory safe and effective walking and bicycling routes to each school based upon the potential students that could partake in these two alternative transportation modes. Study the entry points of all schools, working outwards towards residential locations for unsafe bicycling and pedestrian conditions. Inventory and report visual roadway obstructions and unsafe cycling and walking conditions to the City of Saratoga -Public Works Department and the City's Bicycle and Pedestrian Advisory Committee. Produce maps for each school that shows the "Safe Routes to School" cycling and walking routes. Advantages: • Provides needed improvements in physical roadway and school facilities prior to promoting these two mode choices, which improves safety and reduces the incidents of crashes Disadvantages: May provide "false sense of security" and potential liability if promoted as "safe" and something negative happened to the commuter. This program should be called "Preferred Routes to School". Responsibility: • ALTRANS, school and city staff and a representative from the Saratoga -Bicycle and Pedestrian Advisory Committee Cost: • Moderate to high SS7TF-091001 Page 28 Bicycle & Pedestrian Safety and Encouragement Program Description: Bicycle/Ped safety An ALTRANS bicycle certified instructor will teach and train small groups of students (and their parents) in the safe and effective use of bicycle commuting. Sample courses will be developed that. simulate roadway conditions. As soon as the student and prnent masters the simulated course, the ALTRANS staff person will lead the small bicycle group on the actual course (from the Safe Routes to School Route) that the student would use to navel to school. Bicycle/Ped Encouragement: Once the Safe Routes to School Project has been completed and ALTRANS offers bicycle raining as stated above, ALTRANS staffwill distribute Pro-Active Bicycle Trip Plans that will be sent to all students and their pazents enrolled in grades 5 - 8 living within 0 - 2 miles to each of the schools, showing the prospective bicycle commuter the safest and most efficient bicycle routes to use to cycle to each of the schools. In addition, Pro-Active Pedestrian Trip Plans will be sent to the parents and students that live within walking distance to their school, promoting the use of this efficient mode choice. As the age (grade level) and ability of the cyclist and pedestrian increases, the mileage radius of those that receive the Pro-Active & Pedestrian Trip Plan will increase. The Pro-Active Bicycle and Pedestrian Trip Plans will also include a "Safe Routes to School" map that visually shows each of the suggested or preferred routes and will include a link to sign up for the "Bicycle and Pedestrian Buddy Program" which will link parents and studeritsthat live in the same area together so they can ride and walk to their school site together which will improve the safety of the individual and group riders and walkers. Advantages: • A professional bicycle-raining program for both students and their pazents • By far, the most non-polluting, healthy and efficient modes of ransportation • More effective use of school grounds and minimal impact on physical roadways due to small size and weight of mode choice • An increase in community cohesiveness as parents and students meet new people and shaze bicycle rides and walking together Disadvantages: • Reduction of bicycle and walking modes as inclement weather approaches Responsibility: • Parents and students Cost: • Moderate to high SS1TF-091001 Page 29 Educational Outreach Program - Description: Provide School Assemblies and Back-To-School Events ALTRANS will coordinate and present commute alternative information at school assemblies and other school related activities such as Back-To-School events. During the assemblies, ALTRANS staff instructs the students on basic bicycle and pedestrian safety issues such as the proper use of bicycle helmets. These high-impact venues provide an excellent forum to directly communicate the various commute options available to the parent and students. General Outreach During the school year, ALTRANS will conduct various general awareness campaigns aimed at increasing the positive exposure of the commute alternative program. Sample campaigns include tree-planting events, ice cream socials and poster "contests". In addition, regular articles will be presented to the parents informing them of the different transportation options available to them, which will further promote the various Pro-Active Trip Plans. Advantages: Provides a venue to further promote the overall outreach activities of what can be done to reduce vehicle trips Creates a fun environment that is critical for the campaign to catch on and for a positive change in behavioral choices such as driving single occupant (and family) vehicles Disadvantages: • None Responsibility: • ALTRANS, School Site Councils and PTA's Cost: • Moderate ssrrF-ovtoot Page 30 LJ Bikepools Description: Consists of a group of students that bicycle together to and from school. Bikepools for children in elementary schools are parent supervised. Application: • Safe alternative for students who live relatively close to school and have access to a route safe for bicycling Advantages: • Reduces congestion and pollution around school • Increases safety around the school • Saves time and money for parents • Riding in groups is safer than riding alone Disadvantages: May take longer than driving Not all children will have a route to school that is safe for bicycling Considerations: • Parents who can no supervise bikepools should consider sharing the responsibility of supervising children for other activities • Bikepools can become carpools when weather conditions are not bicycle friendly Responsibility: • Parents, students Cost: • Minimal ssTTF-o9~oor Page 31 Carpools Description: Children from more than'one family that ride to and from school together in a car. Parents typically share the responsibility of driving. Application: • For parents that live near each other and have children who attend the same school Advantages: • Reduces congestion and pollution around school • Increases safety around the school • Saves time and money for parents Disadvantages: ;.~*~, • Some parents may not be able to share the responsibility of driving Considerations: • Parents who can not drive should consider compensating carpool drivers fmancially or sharing the responsibility of supervising children for other activities Responsibility: • Parents and high-school students who drive Cost: • No cost if responsibility of driving is shared equally • Parents that do not drive should make compensation arrangements with parent drivers in their group SSiTF-o9loot Page 32 Walkpools Description: Consists of a group of students who Walk together to and from school. Walkpools for children in elementary schools are parent supervised. Application: • For students who live relatively close to school and have access to a route safe for walking Advantages: • Reduces congestion and pollution around school • Increases safety around the school • Saves time and money for parents • Walking in groups is safer than walking alone Disadvantages: • May take longer than driving Considerations: • Parents who can not supervise walkpools should consider sharing the responsibility of supervising children for other activities • Walkpools can become carpools when weather conditions are not friendly for walkers Responsibility: • Parents, students Cost: • None SS7TF-091001 Page 33 Promotional Events Description: Events and parties promote classroom safety, education, pick-up/drop-off procedures and hot chocolate in the park for parents. Application: • Events are designed to generate program • Awareness, encourage participation by • Those not yet involved, and to recognize and • Reward program participants Advantages: • Brings students and parents together in a fun atmosphere to reinforce the purpose of the program ~ ' Disadvantages: • Parties cost time and money to organize Considerations: • Take the opportunity to explain and reinforce the purpose of the program • Reward children who participate in the program with low-cost incentives such as key chains, pencils, etc. Responsibility: • Program organizer and School Site Committee Cost: • Minimal to significant, depending on the style of the parry, incentive or reward SSITF-091001 Page 34 SITE ~ IMPROVEMENTS i ssrrF-o9toot Page 35 Redesign of Facilities by School District Descriptaion: Changes made by School District to alleviate problems generated by access problems during drop-off and pick-up times. Application: • Used when changes are needed Advantages: • Addresses problems directly • Enhances access to emergency response teams Disadvantages: • Redesigns are costly and time consuming • Difficult to receive funding from State to make large changes • Reduces available student space for play areas and classroom • Community concerns • Environmental concerns Considerations: • Redesign of facilities needs to be carefully considered because of the expense and difficulties involved. Responsibility: • School District Cost: • High cost ssTTF-os~om Page 36 Staggered Bell Times Description: School bell times changed to approximately 15-minute intervals between grade levels to extend the drop-off and pick-up times to reduce the number of vehicles at the school at the same time. Application: • Initiated by the school district to extend the arrival and departure times of students Advantages: • Extends the time frame for student drop-off and will reduce the number of vehicles arriving at same time Disadvantages: • Subject to collective bargaining with the Teachers Classified Unions with input from the parents and community • Parent concerns due to work schedule or multiple children. A staggered bell schedule could actually increase the number of vehicle trips, when there are multiple children in a family attending school(s) at different times Considerations: • If used at District wide level between Elementary, Middle and High School, congestion at adjacent school sites may improve • Multiple children in one family may increase number of trips Responsibility: • School district to schedule staggered times in appropriate intervals Cost: • High cost primarily related to staff supervision and monitoring SSTTF-091001 Page 37 Pick-Up and Drop-Off Procedures Description: Specific procedures developed for each school. Given the wide variation in each school's drop-off area, each school will have unique procedures developed by their school site traffic committee, the SSTTF liaison and the traffic engineering staff. Application: • Used when on-street and residential traffic is impacted by School parents picking up and dropping off students Advantages: • Allows site specific procedures to facilitate greater movement Disadvantages: • Initial training maybe needed to have the procedure work effectively • Need parent understanding and cooperation to have procedure work effectively Considerations: • Parents must be willing to support changes and follow guidelines set by the traffic engineers Responsibility: • .Parents and school need to set up practical procedures Cost: • Low cost ssTTF•o9toot Page 38 Parking Lots and Loading Areas Description: Review of efficiency and design of existing lots with recommendations as to how to increase available parking and loading areas. Application: • Used to increase the amount of on and off street parking as well as increase the loading zone Advantages: • Increases the amount of loading zone area of the parking lots • Increases the efficiency of the drop-offprocedure Disadvantages: • May have significant cost associated with recommended changes Considerations: • Options may include re-striping of existing lot, addition of red or white curb, time limits on parking or addition of striped loading zone spaces Responsibility: • City to review/make changes to existing conditions on city streets • School District to review/make changes to existing conditions in parking lots Cost: • Significant cost, which varies according to recommendation L.J SSTTF-091001 Page 39 Area Maps Description: Develop maps of all the city schools and surrounding areas. Site maps will be used as a tool for all agencies including the SSTTF for reference and evaluation of all school sites in relation to on site flow, parking and entrance and egress of sites. Surrounding area maps for each school site will be used for choosing safe routes to school. Reference and evaluation will allow for decisions for site improvements leading up to and around the school for safer routes. This could include stripping, crosswalks, sidewalks, crossing guards, lighting, and signing improvements as deemed necessary. Application: If Safe Routes to School improve more students will walk or ride bikes to school decreasing the need for driving them to school Advantages: Using maps will allow a comprehensive approach to solving traffic problems in around the schools. They can be used in conjunction with Safe Routes to School and recommendations made for site improvements to the schools and the city Disadvantages: Maps will need to be updated and accurate to continue on going improvements until each school has a safe route plan Considerations: Once all the maps are completed and all the sites have necessary improvements completed the maps will be used for reference Responsibility: City to develop maps with cooperation from schools. Schools and city to review/make changes to existing conditions on sites and streets to meet the criteria for Safe Routes to School and efficiency and integrity Cost: Medium cost SSTTF-091001 Page 40 i SSTTF-09]001 BUSSING Page 41 Wheels Description: VTA, the public bussing service of the valley, provides regularly scheduled service on fixed routes. ]n addition, VTA provides specific "tripper busses" that are scheduled specifically to accommodate middle and high school students, if needed due to the volume of passengers. Application: • Used as alternative to driving kids to school Advantages: • Reduces congestion at schools • Bus stops conveniently located to schools • Very low cost alternative • Reduced pollution Disadvantages: • Busses do not access all neighborhoods • Kids need to walk to and wait for bus Considerations: • VTA is a public transit provider and is unable to schedule school children-only busses • Some roads will not accommodate busses Responsibility: • VTA to develop schedule around school bell times as much as possible • Could provide youth outreach program to schools Cost: • Low cost to riders ssrrFF-o9~00] Page 42 Subscription Services Description: Programs are set up through bussing Services for private subscription for Elementary through High School Students. Application: • Used in areas where Districts have no bussing program Advantages: • Able to specify route to accommodate riders. Subscription services • Would be for students only, not the general public • Safe alternative to driving students • Reduces trips to and from school Disadvantages: • Difficult to fmd service for elementary school students, due to the special licenses required by state • Cost Considerations: • Service must have enough people willing to pay to make it viable Responsibility: • Parent responsibility to organize prospective parents interested in the service Cost: • Medium to high cost depending on the service distance and contract SS'I"I'F-091001 Page Q3 PEDESTRIAN SAFETY SS'i-PFO9t0ot Page 44 i i • Crossing Guard - Description: The presence of a crossing guard serves as an easily recognized indicator to drivers that pedestrians are about to use the crosswalk and that all traffic must stop. Application: • Can be placed at any location as deemed necessary by applicable personnel and involved agencies Advantages: ~~_ • Increases visibility and recognition of pedestrian crosswalk Disadvantages: • Difficult to keep crossing guards employed • Are not allowed to control traffic Considerations: • Crossing guards should not direct traffic, except to create gaps in the traffic stream at opportune times Responsibility: • Funding through collaborative efforts of City and school Cost: • Medium SSTTF-09]001 Page 45 i Safety Patrol and Escort Service Description: The Safety Patrol gives older elementary students (4`~ and 5's graders) the opportunity to assist in the loading and unloading of students during the pick-np and drop-off. The Escort Service is a program that takes the younger students from the vehicle and walks them to their classroom. Application: • Used as a supplement to the volunteers during the pickup-up and drop-off to further aid the students Advantages: • Provides added measure of security for the younger students, without requiring the . parents escort their child to class • The members of the safety patrol will be able to educate the younger students on the proper safe loading and unloading procedures Disadvantages: • Elementary students in Safety Patrol will still need some level of supervision, especially when assisting in the unloading and loading of children Considerations: Safety Patrol students should not be unattended in the parking lot Safety Patrol students need to be recognized for their contributions Responsibility: • School District and parents responsible for the selection and monitoring of the Safety Patrol Students Cost: • Low cost SS17F-091001 Page 46 Suggested Route to School Plan Description: School routes are identified that take advantage of existing traffic control devices. Application: • Developed for each school, this plan illustrates the safest route to and from school for every student Advantages: • Simple application to identify and use a route to school that is safest for children • Creates a uniform path that all children can follow • Consolidates all children to specific path . Disadvantages: • Difficult to make kids follow an induect route Considerations: • The application of the safe route to school program may make it necessary for children to walk an indirect, longer distance to a location where there are existing traffic control devices • Special attention should be given to the activities of the students Responsibility: • A11 involved parties Cost: • This program takes advantage of traffic controls that already exist , • Small cost associated with added signing and striping SSTTF-091001 Page 47 t Safety Education Description: Program includes the use of skits, flyers and assemblies to educate the parents and studenu of the various applications used in the program as well as general safety guidelines to follow. Application: • Used to bring attention to new plans implemented at school site Advantages: • Allows school wide explanation of procedures and changes occurring at the School Site Disadvantages: • Short term recognition Considerations: • Must have agreement with individual school to employ safety education at school Responsibility: • Individual School, Parent Traffic Committee Chairperson to coordinate with the Saratoga Schools Transportation Task Force and the Sheriff s Office Cost: • Low to medium cost in creation and distribution of flyers and letters ssTTF-osiom Page 48 School Traffic Calming Tools Enforcement and Monitoring Traditional Enforcement Zero Tolerance Enforcement School Citation Program Speed Monitoring Trailer Neighborhood Speed Watch Signing and Striping Speed Limit Sign Parking Restrictions Restricted Movement Sign Crosswalk Parking Restrictions (permit parking) Rides to School Program ALTRANS Bikepools Carpools Walkpools Promotional Events Site Improvements Redesign by District Staggered Bell Times Pick-up and Diop-off Procedures Parking Lots and Loading Areas Area Maps Bussing VTA Subscription Services Pedestrian Safety Crossing Guard Safety Patrol and Escort Service Suggested Route tq School Plan Safety Education SSTTF-091001 Page 49 SSITF-091001 Page 50 SARATOGA CITY COUNCIL MEETING DATE: January 22, 2002 ORIGINATING DEPT: Public Works AGENDA ITEM: CITY MANAGER: ~~~~ PREPARED BY: DEPT HEAD: SUBJECT: Appointment of a third alternate to attend the West Valley Solid Waste Management Authority Joint Powers Association Meeting ACTION(S): Appoint Mayor Nick Streit as a third alternate to attend the West Valley Solid Waste Management Authority Joint Powers Association Meeting. REPORT SUMMARY: The West Valley Solid Waste Management Authority Joint Powers Association (JPA) cancelled its regulazly scheduled meeting on December 20, 2001, due to lack of a quorum. Since this date, Scott Hobson, the Executive Director of the JPA, has attempted to reschedule the meeting. The dated agreed upon by the members of the JPA is Wednesday, January 30, 2002 at 5:00 p.m. Due to scheduling conflicts, the Council Members assigned to represent the City at the JPA meeting on Wednesday, January 30, 2002, are not able to attend. Mayor Nick Streit has indicated his availability to attend the JPA meeting, and Staff requests Mayor Streit be appointed as a third alternate so he can attend the JPA meetings as needed. FISCAL IMPACTS: None. CONSEQUENCES OF NOT FOLLOWING RECOMMENDED ACTION(S): A third alternate will not be appointed, and the City will not be represented at the January 30, 2002 JPA meeting. ALTERNATIVE ACTION(S): None. FOLLOW UP ACTION(S): ::~ Scott Hobson, Executive Director of the JPA, will be notified of the third alternate. ADVERTISING, NOTICING AND PUBLIC CONTACT: None. ATTACHMENTS: 2of3