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Home My WebLink AboutHARMONY SAFEWAY MARKETPLACE PUD - PRELIMINARY - 33-94A - REPORTS - CITIZEN COMMUNICATION9 vYNr�ns w7i ! "YI��oNnE��GA DR, Re� NA6(AoNy RD - K2v5t 50fo0L 4r-w '� w• + a o r- r I A Ali L E (►'�- I �' 7 fl lL c— C! N L1 l� I Iv u 7 /b� _�_�!J Da 4c. ff _ n rT, t�Ci H (o p tt i ;\; u % s o 2 o ^ C) L "! E5 e (Z 56 00 ' SEQ)IV do f--A �&Ceoj FL GT41L, k;: F-0 LC— PAY `1l = l 3, 57 SE-C-4 rv1?-S rA i, x . iF sic -T-Ht--oc roFE 1/3 IWLE7 a-LAy A F A ter, W"o O LP f t ab SAC-° nj,�S u>J1T`a K1r.��ooM SQEEp Hump STvo1�S BRSE� or-j .I Co Hours. VO l-V!`1E coucv-rS 9S% R,0-T, [o(zoo- zzoo Houszs] I(;p 14ou(2 voLOMES h\2."S CITY BEFORE A FTEP- ttcHA06e to C)iAlo&e ox50A 6Z <oZ15 3oZ8 3t 8-T S I r.�oRwicA 713 47Z Z41 3i ►1RR�r.�6EY 3zIZ 2413 79'1 Z 5 3-103 3az3 48O }3 V-E?.�S1NG-row 389y 3oo5 889 Z3 3ZO(b 5340 29640 35 6�ASGa� 387 lyl Z44D �O4 W�►�cHESTER Zsqy Z43C4 1S8 T iZ 1't "l 8 19 5 5 z 3 1 RoT1i69AITHE }S53 132ro Zz7 15 AVERAGE 30 R AwGE 387- 820�0 1 -�o`( L`�Tr1Af�l ,Ic 10SZ 1410 5 j 3�53 z903 750 21 AvEwRC�E 39 RANGE 7HCb2-3r,53 ZI-57 ACTIJAL 'I. IDEAL SPEEDS ON RESIDENTIAL ROADS IN THOUSAND OAKS. CALIFO.,LNIA Actual Speeds Range AveraKu Speed (mph) 23-37 31 =; Speed (mph) 27-43 37 uver 25 mph 30-99.710 87% i Ideal Speeds �Bi_11 curvej Difference 70 11 �j 12 15% j 72% G:,EC0 U Ujr I SPEED HUMP P O O ME�i�r 6. 6 r 1 SPA �D i?UMP COMPARISON G2 FIGuR:' ! 3 C) Motorists deliberately driving over a Hump at excessive speed would most likely be able to retain directional control of their vehicles. It was further anticipated that dramatic speed reductions could be achieved under "real life" conditions because most car drivers reported a "preferred" Hump crossing speed of 15 mph. The next logical step for the British was to install these devices on public roadways to determine their actual effectiveness on their residential roads. Since 1975, 63 Speed Humps have been installed on 10 streets in 9 communities in the United Kingdom (Table 1). Although their residential area speed limit is 30 mph, the test roads were experiencing prevailing speeds as high as 40 mph and carried as many as 8600 vehicles daily. The results were extremely successful (Exhibit 4). With the 12'x4" Speed Humps spaced from 160 to 510 feet apart, the maximum prevailing speeds were reduced an average of 30;,, (from 32 mph before to 22 mph after). The actual prevailing speeds across the Speed Humps averaged about 15 mph for cars and light vans and about 12 mph for trucks (Exhibits 5-7). These devices were also highly successful in reducing the volume of unnecessary traffic by discouraging the use of these streets as short-cuts. Using 16 hour traffic count data (from 0600 to 2200 hours), traffic was reduced an average of 307 (ranging from a low of 1011 to a high of 645,) (Exhibit 8). Furthermore, the overwhelming majority of residents (79% average) and non-resident motorists (60°4 average) favored the Humps (Exhibit 9). r.t s.hould be rioted, however, that the Chief Officers of the Fire Depart- rr;nt and the ambulance service st.rtcd that their drivers had to slow dov,n to about 10 mph when crossing each 4 inch Hump to avoid damage to n ooard equipment. Thusly, the_; were generally against tr.e use of the p-r-d hucips due to the additional delay in responding to emergencies. Police Department officials, hownvr_r, found no difficulty in using the ,cr.r,•,�llec roads and considers..: .h use to be an effective means of 1 -v;ce rias been recently rer>urro::ed and refined tutu d pherwnie,lall; efTective traffic management tool brat maintains traffic speeds at a tolerable level while minimizin7 unnecessary through traffic. Further- more,.it.accomplishes both without the need for heavy and costly Police enforcement and without restricting the otherwise free use of public roads to all citizens and emergency services. This concept is not an "Official Traffic Control Device" but rather a "Pavement Feature" that has been alternately termed a "Sleeping Policeman", a "Pavement Undulation", or a "Speed Hump". Such devices are similar in design to Speed Bumps used in many shopping centers, however, where Speed Bumps are sudden and sharp three to fuur inch rises in the pavement surface that are from one to three feet wide at the base; Speed Humps are gently rounded three to four inch high protuberances that are at least twelve teet wide at the base. Figure 2 depicts the relative difference be racer, the conventional Speed Bumps anu the new Speed Humps (See also Plates i and 2). BRITISH TESTING Although several countries 'nave been experimenting with these devices, the British (via their Transport and Road Research Laboratory) have probably undertaken the most extensive research into Speed Humps to date. In closed site testing with various types of vehicles, 15 differing sizes of Speed Humps and Bumps were evaluated with sizes ranging from 2 inches wide by 0.5 inches high to 12 feet wide by 6 inches high (Exhibit 3). The British finally settled upon the 12 foot by 4 inch size (3.7m by 102 Iran) as the IGost ideal sh;ipe. :n -,,iitras7 to Speed Bumps, it was found that: A) Mt jr, bolow the Ql'; ',;f; `.geed, drivers would suffer no diSconifol-t, and B) Above the c:si;n j. .:ft;�.•rs would suffer increasing levels of discomfort -ru amount that the design speed is exceeded, and 1 � - 6), dy, DEPARTMENT OF PUBLIC WORKS /1/ 6 / 4 SPEED HUMPS AND THE THOUSAND OAKS EXPERIENCE iB1�' Y BY MR. J.P. CLEMENT, P.E. PRINCIPAL ENGINEER TRAFFIC ENGINEERING DIVISION CITY OF THOUSAND OAKS 401 WEST HILLCREST DRIVE THOUSAND OAKS, CALIFORNIA 91360 O SPEED B U M P SEPTEMBER, 1982 SPEED HUMP L.- 0 prime to the start of building the center. This will help evaluating deviations from the traffic studies - short term as well as long term (year 2015). • If, after all aforementioned mitigation measures have been put into effect and the baseline traffic counts and patterns established, Ticonderoga and New Bedford show an increase of more than 10% (e.g. +250 ADT for Ticonderoga just east of Lemay), then additional mitigation must be implemented (We must point out that both traffic consultants and city staff have gone on record that "there will not likely be much, if any, "cut through" traffic via Ticonderoga and McMurry). These statements, however, completely ignored the easy access to the center's Wheaton entance via New Bedford Drive or Ticonderoga/Mc Murry to the McMurry entrance as well as NOT putting the left turn lane at southbound Lemay into Wheaton eastbound nor putting a traffic signal at the intersection of Lemay & Wheaton/Whaler's Wy. • Another traffic consultant stated that Ft. Collins staff suggested that a signal light at Harmony & Wheaton would potentially be a mitigation measure to reduce impacts to area streets. • Right in/Right out to site on Harmony is absolutely essential. The Golden Meadows community goes on record strongly encouraging the City to work closely with the Colorado Department of Transportation (CDOT). GMHOA 040196 3 put in such left turn lanes. > It is strongly recommended by us that traffic counts, intersection LOS and accidents at this intersection be monitored on a yearly basis (city staff stated, if the traffic study is incorrect and there is a need for left turn lanes later, the city would have to address this). • Because no Left Turn Lanes at Lemay & Wheaton/Whaler's Wy. will be implemented in the near term, T FMAY & TI .OND .RO TA WAY will be far far more vulnerable to cut -through traffic and Safeway has agreed to implement mitigation measures. > The immense WALK LITE signal standards make this intersection look like a major intersection (like an arterial/collector intersection). There- fore, the two large streetsigns on top of the walk signals in each direc- tion must be removed (ok'd by city staff) and we feel we need them re- placed with yellow Ped X-ing signs in each direction to help erase the "major intersection" image portrayed over a period of about 4 years (City) > At the entry of the Golden Meadows neighborhood (about 450+ homes) - Ticonderoga at Lemay - build "chokers" (bulbs) on each side of Ticon- deroga Drive (street is about 4 F - 42' curb to curb). Chokers can be 8 feet at the widest point (Safeway). > Plant trees at the entrance (Ticonderoga at Lemay) in the area of the fence with the Golden Meadow signs (Safeway). > Place Speed Undulations (speed humps - see attached Exhibit "A" for a brief explanation; they are 12 feet in length and 4 inches at the crest) on the Ticonderoga/McMurry stretch and New Bedford Drive (Safeway). Engineering - the number of undulations and the placements - must be identifiedilocated at least 10 days prior to the final P & Z hearing. The City would work up an Undulation Package for signatures of residents of these streets and the homeowners' association would circulate them > A Traffic Circle (called Roundabouts in England), similar to the ones in Boulder and many cities in the U.S.A. and foreign, cities to be placed at the intersection of Ticonderoga and New Bedford Drive (Safeway). • It will be absolutely necessary to take weekday ADT's (during school days) as per attached map (Exhibit "B") to establish a baseline traffic pattern and count 2 TO: Planning Department FROM: Golden Meadows Homeowner Association DATE: April 1, 1996 SUBJECT; COMMENTS ON THE SAFEWAY CENTER AT GOLDEN MEADOWS SITE FOR INCLUSION INTO RECORDS AT THE APRIL 22, 1996 P & Z MEETING • Katy Press, Safeway area real estate manager and her staff, has been very cooperative and accomodating with the Golden Meadows homeowner association and residents. • It must be pointed out that there will be "adjacent -to -site" as well as "off -site" impacts generated by this project. • Monte Carlo Drive is to be redesigned to two traffic lanes and no parking, with sidewalk and bicycle lanes on the north side for children's safety. 0�afeway) > Snow clearing for childrens' travel to Kruse school to be worked out (between Safeway and school district). • Monte Carlo/McMurry intersection to have four (4) "chokers" (bulbs) (Safeway) and four way stop signs (City). > Chokers need to be landscaped to be visible (T tall conifers) and to prevent snowplow blade damage and discourage traffic. > If these mitigation measures do not adequately prevent vehicle intrusion and speeding, consider speed undulations. • The Lemay & Wheaton/Whaler's Way intersection needs a left turn lane on southbound Lemay into eastbound Wheaton and a traffic signal in later years. > Krager & Assoc. traffic consultant shows this southbound Lemay/east- bound into Wheaton turn to be LOS "A" currently as well as for year 2015 - and city staff concurs (although another traffic consultant felt that the through/left combination, under existing conditions, is inefficient and potentially a safety concern and, in the long range future (by 2015), a signal will be warranted at the Lemay & Wheaton/Whaler's Way intersection). > However, since Krager & Assoc. study shows a LOS A for this intersection turn and city staff concurs, Safeway can not be asked to 1 paOS �t� J B[F�1N3"' LLL _ 110) E V al! 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Ia �1, m CT/ K �n CM'00��1�f l \ °ri....c�-�ZR-4T`� i<'•.'.`S' 80525 .... j/1NSOA(E. j . :pRAIA(E,�7 SMFOfl •.-�� V CORONA o �.'-4f➢ Lff � 9AOrj, 1 x er�A/I� Z 9p ER CY'Eyv C r �4 '7:iiriN�4 Elam. Sennc C9 iA ...'jC�h m Fad �i eh T � 1` Sout hr go r GOLDEN MEADOWS NEIGHBORHOOD SERVICE CENTER