2020 Traffic Study - Adams St Crosswalk (October 20, 2020)City of La Quinta
CITY COUNCIL MEETING: October 20, 2020
STAFF REPORT
AGENDA TITLE: DISCUSS TRAFFIC STUDY FOR ADAMS STREET NEAR LA
PALMA DRIVE
RECOMMENDATION
Discuss traffic study for Adams Street near La Palma Drive, and safety measure
implementation options.
EXECUTIVE SUMMARY
•The City’s contract Traffic Engineer (Traffic Engineer) conducted a traffic
study along Adams Street near La Palma Drive to address resident safety
concerns.
•The Traffic Engineer has recommended options for consideration to address
the safety concerns, including:
o A “road diet” along Adams Street between Miles Avenue and Fred
Waring Drive
o Adding self-closing gates to the existing fences at Adams Park
o Continuing to enforce the speed limits along Adams Street.
•Additional measures suitable for implementation are also identified
and can be phased in, if needed.
FISCAL IMPACT
Resealing and restriping this roadway as part of a “road diet” will cost an
estimated $40,000 and self-closing gates approximately $10,000. No funds are
currently allocated for either of these projects.
BACKGROUND/ANALYSIS
The City Council requested an analysis be performed along Adams Street near
La Palma Drive to address resident’s concerns about excessive vehicular speeds
and pedestrian crossings. The Traffic Engineer provided options for
consideration by the City, along with recommendations for best results.
(Attachment 1)
Adams Street is essentially a 4-lane divided highway with painted medians, or
two way turn lanes, and pedestrians cross Adams Street unassisted at
uncontrolled locations. The primary concern that residents have is with the
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speed of approaching traffic. Some drivers adhere to the posted 25 mph near
the park, while others ignore that limit and reach speeds up to 50 mph in the
posted 40 mph and 25 mph sections. This makes it difficult for
pedestrians to select appropriate gaps when crossing.
A “road diet” on Adams Street would eliminate one travel lane in each direction
between Fred Waring Drive and Miles Avenue. Based on existing and projected
traffic volumes, the City can still maintain reasonable circulation and capacity
for future growth. The advantages of having just one lane include:
•Improved sight distance for exiting side street traffic
•Less lanes for drivers/pedestrians to gauge the speed of approaching
vehicles
•Reduced speeds on Adams Street by not allowing any passing
•Adds a wide bike / golf cart lane to connect to the amenities nearby
•Adds buffer zone between vehicles and golf carts, bicyclists & pedestrians
•Create potential for adding right turn only lanes at key intersections
•Create potential for adding acceleration lanes at key intersections
•Reduces the number of travel lanes that pedestrians must cross
•Provides several refuge areas for pedestrians when crossing
•Potentially reduces collisions
•Enhances pedestrian safety when crossing
For these reasons, a “road diet” should be considered as the first feasible option
for implementation on Adams Street. This resolves most of the current issues
experienced by residents driving, walking along or crossing Adams Street.
Two additional recommended options to consider are:
•Continue to enforce the speed limit along Adams Street
•Installation of self-closing gates at Adams Park to assist with controlling
children possibly running into the street
Additional measures considered suitable for implementation that could be
added, if desired in the future, include:
•Installation of a mid-block crosswalk approximately 180 ft. south of La
Palma at the opening to the park and relocating advance warning signs to
this crossing
•Feedback signs in each direction reminding drivers of the speed limits
•A Rectangular Rapid Flashing Beacon (RRFB) for the mid-block crosswalk
•A raised center median on Adams Street at the mid-block crossing
•Flashing beacons reinforcing when the 25-mph speed limit is in effect
Pedestrian safety, walkability, expanding golf cart connectivity, bicycling and
speed calming along Adams Street are some of the primary purposes for this
type of project and implementation of these recommendations should assist
significantly with those goals. Once implemented, a follow-up study could take
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place to see if further traffic calming measures are justified, if any measures
need to be adjusted, and if enforcement strategies are being effective.
Prepared by: Julie Mignogna, Management Analyst
Approved by: Bryan McKinney, Public Works Director/City Engineer
Attachment(s): 1. Adams Street Crosswalk Traffic Study
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CITY OF LA QUINTA
Adams Street Crosswalk Study
Prepared for:
City of La Quinta
78495 Calle Tampico
La Quinta, California 92253
Prepared by:
Willdan Engineering
13191 Crossroads Parkway North, Suite 405
Industry, California 91746
Telephone (562) 908-6200
Fax (562) 695-2120
September 2020
ATTACHMENT 1
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City of La Quinta Adams Street Crosswalk Study
Table of Contents
Page
Executive Summary ........................................................................................................ 1
Introduction ..................................................................................................................... 3
Background/Existing Conditions ...................................................................................... 3
Data Collection ................................................................................................................ 4
Analysis ........................................................................................................................... 4
Traffic Calming Measures ............................................................................................... 8
Recommendation .......................................................................................................... 13
Conclusions ................................................................................................................... 14
Exhibits
Exhibit 1 – Area Map ....................................................................................................... 5
Exhibit 2 – Road Diet Only ............................................................................................ 10
Exhibit 3 – Road Diet w/ mid-block crossing ................................................................. 12
Appendix
A.Speed Surveys
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Executive Summary:
The City of La Quinta requested an analysis be performed along Adams Street near La
Palma Drive to address resident’s concerns about excessive vehicular speeds and
pedestrian crossings. Willdan Engineering has been contracted to provide a review of the
existing conditions, analyze the issues, provide options for consideration by the City,
along with recommendations for best results. The findings and recommendations will be
presented to City staff and/or City Council for final determinations.
Adams Street is essentially a 4-lane divided highway with painted medians, or two way
turn lanes, dividing the travel lanes. Left turn pockets are provided at intersections and
no bike or golf cart lanes currently exist anywhere along the entire segment between Miles
Avenue and Fred Waring Drive. There are controlled crossings at the signalized
intersections of Fred Waring Drive and Adams Street approx. 750 ft. to the north of La
Palma Drive, and at the intersection of Miles Avenue and Adams Street approx. 1,750 ft.
to the south of La Palma Drive. At other adjacent intersections, pedestrians cross Adams
Street unassisted at uncontrolled locations. A review of visibility indicates that visibility is
acceptable for conditions and speeds at these intersections along Adams Street.
Field observations also revealed light volumes along Adams Street. This is primarily due
to 3 major factors a) the summer season is about half the population as the winter season
b) the COVID 19 restrictions has reduced travel on all streets in the Coachella Valley and
c) nearby schools are not open for attendance and classes are being held virtually online.
Our review also determined that speeds are the primary issue that residents have
concerns with, with some drivers adhering to the posted 25 mph near the park, and some
ignoring that limit and reaching speeds up to 50 mph in the posted 40 mph and 25 mph
sections, making it more difficult for pedestrians to select appropriate gaps when crossing.
Recommendations:
As mentioned, Willdan Engineering was tasked with analyzing conditions along Adams
Street and developing mitigation measures including the possible implementation of a
“road diet” on Adams Street. The road diet on Adams Street would require the elimination
of one travel lane in each direction. In order to maintain a level of service “E” or better
with just one lane in each direction and left turn lanes at intersections, segment traffic
volumes need to be less than 17,000 vehicles per day. The entire section of Adams Street
is well below that threshold. Based on the available capacity, this allows the City to
consider a “road diet” solution on Adams Street and still maintain reasonable circulation
and capacity with future growth. The primary advantages of having just one lane on the
segment between Miles Avenue and Fred Waring Drive are:
•Improved sight distance for exiting side street traffic.
•Less lanes for exiting drivers to gauge the speed of approaching vehicles
•Potentially reduced speeds along Adams Street by platooning vehicles into one lane
and not allowing any passing
•Allows for the addition of a wide bike / golf cart lane to connect to the amenities nearby
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•Creation of a wide buffer zone between moving vehicles and golf carts, bicyclists &
pedestrians
•Create potential for adding right turn only lanes at key intersections
•Create potential for adding acceleration lanes at key intersections
•Reduces the number of moving travel lanes that pedestrians, school children, and
bicyclists must cross
•Provides several refuge areas for pedestrians, school children, and bicyclists when
crossing
•Potentially reduce collisions
•Enhance pedestrian safety when crossing.
For these reasons, a “road diet” should be considered as the first feasible option for
implementation on Adams Street. The “road diet” resolves most of the current issues
experienced by residents driving and walking along and crossing Adams Street.
Additional measures are also suitable for implementation at various locations, as well as
cost effective, and could be phased in or included with the initial restriping of Adams Street
to include as example some of the following:
1.Continue to enforce the speed limit along Adams Street
2.Installation of a mid-block crosswalk approx. 180 ft. s/o La Palma at the opening
to the park and relocating advance warning signs to this crossing
3.Speed feedback signage in each direction to remind drivers of the posted speed
limits.
4.Install a Rectangular Rapid Flashing Beacon (RRFB) for the mid-block crosswalk
5.Install a raised center median on Adams Street at the mid-block crossing
6.Install flashing beacons reinforcing when the 25 mph speed limit is in effect
Summary:
Application of various traffic calming and safety measures will help the City of La Quinta
resolve issues along Adams Street in the most cost-efficient manner. The program
outlined will include public comments and be tailored to the needs of the residents and
the City. Traffic volumes are such that the levels of service at key intersections will be
maintained with the new striping proposed yet enhancing the flow where needed.
Approximate cost estimates have been provided for many of the options to allow the City
to gauge how many traffic calming features they wish to pursue.
Pedestrian safety, walkability, expanding golf cart connectivity, bicycling and speed
calming along Adams Street are some of the primary purposes for this type of project and
implementation of these recommendations should assist significantly with those goals.
Meeting with staff, City Council, and residents will help ensure public input and buy-in for
the proposals presented. Once implemented, a follow-up study could take place to see if
further traffic calming measures are justified, if any measures need to be adjusted, and if
enforcement strategies are being effective.
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Adams Street Crosswalk Study
Introduction:
The City of La Quinta requested an analysis be performed along Adams Street near La
Palma Drive to address resident’s concerns about excessive vehicular speeds and
pedestrian crossings. Willdan Engineering has been contracted to provide a review of the
existing conditions, analyze the issues, provide options for consideration by the City,
along with recommendations for best results. The findings and recommendations will be
presented to City staff and/or City Council for final determinations.
Background/Existing Conditions:
Adams Street is essentially a 4-lane divided highway with painted medians, or two way
turn lanes dividing the travel lanes. Left turn pockets are provided at intersections and no
bike or golf cart lanes currently exist anywhere along the entire segment between Miles
Avenue and Fred Waring Drive. There are controlled crossings at the signalized
intersections of Fred Waring Drive and Adams Street approx. 750 ft. to the north of La
Palma Drive, and at the intersection of Miles Avenue and Adams Street approx. 1,750 ft.
to the south of La Palma Drive. At other adjacent intersections, pedestrians cross Adams
Street unassisted at uncontrolled locations. A review of visibility indicates that visibility is
acceptable for conditions and speeds at these intersections along Adams Street. The
adjacent land use along Adams Street is non-fronting residential communities with Adams
Park located at the southwest corner of Adams Street and La Palma Drive.
Field observations also revealed light volumes along Adams Street. This is primarily due
to 3 major factors:
a) the summer season is about half the population at the winter season;
b) the COVID 19 restrictions has reduced travel on all streets in the Coachella Valley; and
c) nearby schools are not open for attendance and classes are being handled on-line.
Our review also determined that speeds are the primary issue that residents have
concerns with, with some drivers adhering to the posted 25 mph near the park, and some
ignoring that limit and reaching speeds up to 50 mph in the posted 40 mph and 25 mph
sections, making it more difficult for pedestrians to select appropriate gaps when crossing.
An area map of the study area is shown in Exhibit 1.
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Exhibit 1- Study Area
Data Collection:
The existing volumes were not collected at various key locations or along Adams Street,
as engineering judgment reveals that these volumes are currently much lower than peak
season. However, the review of previous data indicates that none of the uncontrolled
intersections would meet any warrants for upgrading to signalization based on traffic
volumes or collision history. Speed surveys were collected in August 2016. Sight
distances were observed at each of the uncontrolled intersections in both directions.
Lane widths were measured along Adams Street and the street was driven to identify
where possible placement of speed feedback signs may be helpful.
Analysis:
Speed Data – Initially, speed data was reviewed to see what options may be available
for possible reducing of speed limits along Adams Street. Radar speed surveys were
collected in this roadway segments in August 2016 for La Quinta’s Engineering and Traffic
Survey. The speed survey is in Appendix A and is summarized in the table below:
Roadway Segment
Posted Speed
Limit
85th Percentile
Speed
Proposed Speed
Limit
Adams Street: Fred
Waring Drive – Miles
Avenue
40 42 40
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Roadway Segment
Posted Speed
Limit
85th Percentile
Speed
Proposed Speed
Limit
Adams Street: n/o
Ocotillo to La Palma 25 25
The results show that the section of Adams Street from Miles Avenue to Fred Waring
Drive has an 85th percentile speed of 42 mph currently. Due to the current California
Vehicle Code and MUTCD standards, it is possible to reduce the speed limit to 40 mph
by rounding down.
It should be noted that restriping portions of Adams Street as one lane each way (road
diet) could lead to lower speeds and thus resurveying Adams Street after such
installations could lead to additional lowering of speed limits should the 85th percentile
speed drop a few miles per hour.
Sight Distance – Existing sight distances were measured at each of the uncontrolled
intersections in both approaching directions. The primary purpose for this evaluation is to
identify possible candidates for adjustment of the existing speed limits.
The latest California Manual of Uniform Traffic Control Devices (CA MUTCD) standards
for corner sight distance and minimum stopping sight distance are:
Speed Corner Sight Distance
(7.5 seconds)
Minimum Stopping
Sight Distance
25 mph 275 ft 150 ft
30 mph 330 ft 200 ft
35 mph 385 ft 250 ft
40 mph 440 ft 300 ft
45 mph 495 ft 360 ft
50 mph 550 ft 430 ft
55 mph 605 ft 500 ft
Sight distances were then compared to the latest California Manual of Uniform Traffic
Control Devices (CA MUTCD) standards for corner sight distance and minimum stopping
sight distance.
Ideally, agencies would prefer to have corner sight distance available at all intersections.
However, due to location, geometric design in place, curvature of the roadway (vertical
and horizontal curves), walls, trees, shrubs, monument signs, etc., corner sight distance
isn’t always achievable. To that end, sight distance greater than the minimum stopping
distance but less than corner sight distance is generally considered acceptable.
A review of the sight distance revealed no locations that are less than the “minimum
stopping sight distance” of 300’ for the existing posted speed limit of 40 mph. These are:
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Corner and Minimum Sight Distance at Study Intersections
Direction of Driver / Street Left Right Allowable Speed for
Available Sight Distance
WB La Palma Drive 1750’ 750’ C/M = >55mph each way
EB La Palma Drive 750’ 1750’ C/M = >55mph each way
WB Ocotillo Drive 700’ 1800’ C/M = 27/40mph
Bold and Underlined = critical distance / direction
C/M = current corner sight distance allowable speed/minimum stopping sight distance
allowable speed
OK = more than 605’ of sight distance (55 mph)
Options like reducing the roadway width by restriping to one lane and providing a “buffer”
zone between the bike / golf cart lane and travel lane or striping right turn only lanes and
acceleration lanes at certain side streets, allows vehicles to creep further into the street
and increase their visibility, thereby making all locations acceptable in terms of sight
distance for approaching vehicles. Upon installation of a road diet, speeds along those
segments may also decline as “no passing” is allowed and vehicles wanting to speed can
no longer go around slower vehicles that are driving the speed limit. Re-evaluation of
speeds may also lead to a lower posted speed limit in this section of Adams Street, further
enhancing the opportunities for side street traffic to exit and pedestrian safety when
crossing.
Volume Data – Existing volumes (both 24 hour and peak hours) were measured and
reviewed by Willdan Engineering to see what options were available for restriping and
possible lane reductions. Twenty-four (24) hour traffic volumes conducted in September
2016 (when school was in session) along Adams Street and are shown in the table and
figure below.
Street Average Annual
Daily Traffic (ADT)
Adams Street: Fred Waring Drive - Miles Avenue 8,353 per day
La Palma Drive w/o Adams Street (estimated) 1,000 per day
As mentioned, Willdan Engineering was tasked with analyzing conditions on Adams
Street and developing mitigation measures including the possible implementation of a
“road diet”. The road diet on Adams Street would require the elimination of one travel lane
in each direction. In order to maintain level of service “E” or better with just one lane in
each direction and left turn lanes at intersections, segment traffic volumes need to be less
than 17,000 vehicles per day. The entire street is well below that threshold and based on
the available capacity, this allows the City to consider a “road diet” solution on Adams
Street and still maintain reasonable circulation and capacity with future growth. The
advantages of having just one lane on the segment between Fred Waring Drive and Miles
Avenue are:
•Improved sight distance for exiting side street traffic.
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•Less lanes for exiting drivers to gauge the speed of approach vehicles
•Potentially reduced speeds along Adams Street by platooning vehicles into one lane
and not allowing any passing
•Allows for the addition of a wide bike / golf cart lane to connect to the amenities nearby
•Creation of a wide buffer zone between moving vehicles and golf carts, bicyclists and
pedestrians
•Create potential for adding right only lanes at key intersections
•Create potential for adding acceleration lanes at key intersections
•Reduces the number of moving travel lanes that pedestrians, school children, and
bicyclists must cross
•Provides several refuge areas for pedestrians, school children and bicyclists when
crossing
•Potentially reduces collisions
•Enhance pedestrian safety when crossing.
Collision Data – Existing collision data from the California Statewide Integrated Traffic
Records System (SWITRS) was researched along Adams Street between Fred Waring
Drive and Miles Avenue to identify if there were any reoccurring patterns that would be
considered “correctable” with the installation of traffic control devices or restriping options.
The search of the collision history for the last 5 full calendar years indicated that no
collisions were reported in this area, neither vehicular nor pedestrian type.
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Traffic Calming Measures:
Traffic calming measures are various techniques applied that have achieved some
success over years of studies in slowing down or making streets safer for vehicles,
pedestrians and bicyclists. The list of traffic calming options below are those that were
reviewed to see which may be best suited for application to Adams Street based on a
combination of geometry, volumes, collision history, sight distances, prevailing speeds,
and other engineering factors.
Possible Solutions Considered and Not Recommended Include:
1.Painted Crosswalk ($1,500) – Merely painting a crosswalk with paint on the
ground in itself does not add any safety for pedestrians trying to select gaps and
negotiate crossing 4 approaching lanes of travel. If located at the intersection of
La Palma Drive as example, it is further complicated by the vehicles approaching
from the side street and turning across the crossing. Painted lines on the pavement
are not deterrents for drivers to slow down as commonly believed. It has been
studied for decades by industry safety leaders and found that pedestrians are 6
times more likely to be struck in a painted crosswalk than in an unpainted crossing.
The primary reason for this is the “false sense” of security many pedestrians
assume when they step into the street in front of an approaching vehicle. It is
recommended that a crosswalk not be painted without other safety enhancements
put into place with it.
2.All way stop control ($4,000) – All way stop control warrants were not completed,
but engineering judgment concluded that these intersections would not meet the
minimum criteria for all-way stop control. Additionally, this arterial street is not
designed for this type of control measure, but instead signalization is typically
along an arterial street such as Adams Street.
3.Traffic Signal ($400,000) – Similarly, a signal would not meet the minimum criteria
for this intersection and the cost would not be recommended with other less costly
options available to consider first.
4.Pedestrian Bridge ($2,000,000) – Extremely expensive option that may not even
have the r-o-w to construct and would not be recommended with other less costly
options available to consider first.
5.Pedestrian Tunnel ($2,000,000) - Extremely expensive option that may not even
have the r-o-w to construct and would not be recommended with other less costly
options available to consider first.
6.Raised Crosswalk ($30,000) – Not appropriate design feature for an arterial
roadway like Adams Street.
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7.Speed Humps ($40,000) – Not appropriate design feature for an arterial roadway
like Adams Street.
8.Lighting ($20,000) – Adding lighting to an intersection increases the appearance
and location where potential crossings may be either a vehicle or pedestrian, but
not likely effective to resolving the speed concerns nor pedestrian issues with
selecting gaps in traffic. Since this does not currently have a safety history, lighting
isn’t recommended at this time at the intersection of La Palma Drive.
9.Roundabout ($1,000,000) - A
mini traffic circle in lieu of all-
way stop is an option that can be
considered for assisting with
slowing of traffic approaching an
intersection. These work best
with just one entering lane from
each approach and could
possibly be designed to fit within
the existing right-of-way on
Adams Street at La Palma
Drive. An example of a mini
traffic circle is shown in the
image on the right. This would
be instead of an all way stop or
signal. With a road diet
installation and an all-way stop
at this intersection, traffic could
back up during peak periods. The cost for such an installation is high and based
on existing accident history and public acceptance for these types of designs, it
may be prudent to hold off and try lessor cost options first.
Solutions Considered for Possible Recommendations Include:
1.Enforcement by Police (Included in current contract) – provide monitoring and
enforcement as appropriate to help control vehicle speeds.
2.Road Diet ($40,000) – Restriping the roadway to provide one lane in each
direction will provide many traffic calming and safety advantages including:
•Improved sight distances for side street traffic exiting
•Less lanes to have to gauge the speed of approaching vehicles
•No high-speed passing, potentially reducing speeds along Adams Street
•Creation of wide bike/golf cart lanes w/ buffer zones between moving
vehicles and bicyclists/golf carts
•Creation for potential adding right only lanes or acceleration lanes at key
intersections
•Provide wide refuge for pedestrians, children and bicyclists when crossing
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•Reduces the number of moving travel lanes that pedestrians, school
children, and bicyclists must cross
•Potentially reduces collisions / enhance pedestrian safety when crossing.
3.Rectangular Rapid Flashing Beacons ($30,000) – This option is to bring
attention to pedestrians crossing at uncontrolled locations. The rectangular rapid
flashing beacon (RRFB), shown in the image below does not stop traffic on the
major street, but when activated by the pedestrian, it flashes a yellow strobe like
light warning the driver a pedestrian may be in or soon entering the roadway. This
type of additional control may be beneficial at either location (at La Palma Drive or
at the proposed option for a mid-block crossing approx. 180 ft s/o La Palma Drive).
The combination of an RRFB and a road diet (one lane only each way) can
enhance the opportunity for pedestrians to cross safely. The cost and installation
for an RRFB is relatively minor and can be added in future if desired at any
uncontrolled location where pedestrian activity may be higher than others.
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4.Raised Median ($10,000) – providing a raised refuge w/ ADA compliant ramps in
the center of the roadway will give pedestrians an added option to stop crossing
and allow a vehicle to pass by before continuing. If the location of the crossing has
also RRFB capabilities, then the refuge area also allows for placement of push
buttons to re-activate those flashing lights when pedestrians re-start their crossing.
5.Speed Feedback Signs ($25,000) – to assist drivers with monitoring their speeds,
La Quinta and other cities have had success with the deployment of speed
feedback signs along various streets. Adams Street is a candidate for this type of
application to remind drivers to maintain speeds at the posted speed limit by
displaying traveling speeds of the approaching vehicles. The suggested locations
for speed feedback signs include:
o NB Adams Street n/o Ocotillo Drive – where 25 MPH zone ahead sign is
o SB Adams Street s/o Fred Waring Drive – at the 25 MPH sign
Speed feedback signs at the suggested locations will allow the City to record and
monitor speeds along these segments and recommend police enforcement
strategies accordingly. The signs help remind drivers of their speed and can assist
with reducing speeds along Adams Street.
6.Flashing Beacons on 25 MPH Speed Limit Signs ($20,000) – these would be
to add flashing yellow beacons to the existing 25 mph signs to alert drivers when
25 mph is appropriate. (currently 6am to 10pm). This reminder may be helpful in
getting driver attention to reduce from the 40 mph zone to 25 mph zone quicker
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and/or allow the City Council to consider other hours of operation such as sunrise
to sunset and flashing lights adjusted throughout the year accordingly.
7.Relocating Crossing to Mid-Block s/o La Palma Drive ($20,000) – By relocating
a potential crossing of Adams Street to 180 ft s/o La Palma Drive, there is an
opportunity to line up a crosswalk directly with the opening in the Adams Street
Park fencing and lead pedestrians directly to a major neighborhood destination.
The advantage of this location for pedestrians is that they would only have to seek
a gap in traffic in one direction, walk to the center median, and then continue after
seeking a gap in the opposing direction. There would not be a need to encounter
turning vehicles in and out of La Palma Drive along with the 4 lanes approaching.
8.Add Gates to Park Fencing ($10,000) – Part of the concern for establishing the
25 mph zone adjacent to the Adams Streets Park may have been to help protect
against a young child entering the roadway from the adjacent park site which was
unfenced. Fencing has since been added and by adding self-closing gates to the
3 openings, it could add one more safety measure along this side of the roadway.
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9.Installing Pedestrian HAWK Signal ($45,000) – This device is designed to stop
all approaching traffic when activated by a pedestrian. The signal will go solid red
and have countdown pedestrian heads to get the pedestrian started. Once
crossing has begun, the signal will flash red allowing cars in the opposing lanes to
clear the crosswalk if the pedestrian has already crossed that half of the street.
This has an advantage over the RRFB devices in that it brings all traffic to a stop,
instead of just warning drivers that someone may be crossing.
10. Mid-Block Pedestrian Signal ($150,000) – This is similar to a full traffic signal at
an intersection but has the advantage of less equipment needed to cross only
pedestrians mid-block. The pedestrian signal stops all approaching traffic and
provides crossing time to clear the entire street with countdown pedestrian signal
heads. The signal would typically also include overhead safety lighting and
illuminated signs on the mast arms for better identification.
Recommendations:
While the ten measures listed above are suitable for implementation at various locations,
as well as cost effective, Willdan Engineering would recommend the following traffic
calming be considered first for possible implementation:
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Phase 1 (approx. $50,000)
1.Provide active enforcement as appropriate for the 25 mph zone
2.Road diet for one lane in each direction to include – right turn lanes at intersections,
bike/golf cart lanes on each side
3.Buffer zones separating moving vehicles from bikes and golf carts
4.Install crosswalk approx. 180 ft s/o La Palma Drive with ADA ramps and
appropriate signs and markings
Phase 2 (if needed – approx. $55,000)
5.Add pedestrian RRFB/Flashing Beacon to crosswalk to alert drivers a pedestrian
is in the roadway or about to cross
6.Speed feedback signs to remind drivers of the 25 mph speed limit and their
prevailing speed.
Conclusions:
Application of various traffic calming measures will help the City of La Quinta resolve
issues along Adams Street in a cost-efficient manner. The program outlined will include
public comments and be tailored to the needs of the residents and the City. Traffic
volumes are such that the levels of service at key intersections will be maintained with
the new striping proposed yet enhancing the flow where needed. Approximate cost
estimates have been provided for many of the options to allow the City to gauge how
many traffic calming features they wish to pursue. The options recommended were
selected based on the lower cost for the most benefits, helping stretch the City’s funding
further.
Pedestrian safety, walkability, connecting golf cart lanes, bicycling and speed calming on
Adams Street are some of the primary purposes for this type of project and
implementation of these recommendations should assist significantly with those goals.
Meeting with staff, Council, and residents will help ensure public input and buy-in for the
proposals presented. Once implemented, a follow-up study should take place to see if
further speed reductions are justified, if any measures need to be adjusted, and if
enforcement strategies are being effective.
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Appendix
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City of La Quinta Adams Street Crosswalk Study
APPENDIX A
SPEED SURVEYS
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