AgdaPkt 2000-08-28 - Laserfiche WebLink

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/OA~ FiGure 2 is a plot of the differences between the "before" and "after" traffic counts shown on FiGure 1. The data shows that after the humps were installed, two-way traffic in the section of Edgewood with the humps was lower by about 200 vehicles per day (7 percent of the "before" traffic). Traffic on Blandford increased by 95 vehicles per day (51 eastbound, 44 westbound). This total is below the 100 vehicle-per-day threshold the Council set for requiring additional changes to protect nearby local streets from traffic diversions. Changes in traffic volume on Arlington, Durlston and Turnsworth are all less than 11 vehicles per day, which is well below the 100- vehicle threshold for mitigative action (and in fact, is well within the normal day-to-day fluctuation of traffic on these streets). Woodsworth traffic increased by 42 vehicles (about 17 percent of prior traffic, but still well below the normal day-to-day fluctuation of traffic on this street, and well below the 100-vehicle mitigation threshold set by Council). There is no evidence of significant increases of traffic on the major east-west streets as the result of the humps on Edgewood. Overall, east-west traffic decreased at the screen line east of Hudson by approximately 7 percent (a 2,177 trip decrease from a "before" total of 30,556 vehicles). The decrease was consistently experienced across all the streets except one. That street (Arlington) experienced an insignificant increase of 10 vehicles at the screen line. It is not suggested that the Edgewood humps produced the overall east-west traffic decrease in the area. The new Ralston, Holly and Britain grade separation crossings of the Caltrain line, opened during March. It seems probable that some drivers who previously chose to make their east-west movements using Redwood City streets may now be making those movements further north, as the result of the grade separation openings, though this explanation is purely conjectural. However, it is evident that none of the major east-west streets has been adversely affected by traffic diversions from Edgewood. Traffic volume changes on Alameda de las Pulgas tend to confirm the hypothesis that traffic may have, in general, shifted further north, and that the effects of the Edgewood humps are inconsequential in the context of overall traffic changes. North of Edgewood, the Alameda traffic increased by 240 vehicles (1.3 percent of the 18,321 vehicles using it daily in the before condition). Between Edgewood and Whipple, traffic on the Alameda decreased by 93 vehicles (a 0.5 percent decrease from the 18,457 vehicles using this segment of the Alameda before hump installation). South of Whipple, the Alameda volumes decreased by 333 vehicles daily (a 2.4 percent decrease from the 13,812 vehicles that used it daily before the humps went in). Regardless of why the traffic changes occurred, it is evident that traffic changes, due to the Edgewood humps, have not produced undesirable effects on Alameda de las Pulgas. Intersection level Of Service In approving use of the humps on Edgewood, the Council set as a threshold for additional mitigation of any changes in Level Of Service at the major affected intersections, whereby an increase in the volume-to-capacity ratio of 5 percent or more is measured, or an increase in average delay per vehicle of 5 seconds or more is measured. Before and after A.M. and P.M. peak hour turning counts were taken at the intersections of Alameda de las Pulgas with Whipple Avenue and with Edgewood Road, a Level Of Service Analysis was conducted, in -2- "r""'" '-T-"""