sr-012368-8aSUS-°a3° c~ ~7
DATE:
TO:
FROM:
SUBJECT:
CITY OF SANTA MONICA
I TER-ET T
January 17, 1908
Perry Scott, City Manager
Bartlett L. Kennedy, City Engineer
One-6,Tay Streets
Transmitted herewith is
Engineer's reoort and recomrnendat
on a one-way street NIaster Plan;'f
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by the City Cou.:ncil at.~ its me,~~,n
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he Parking and Traffic
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ns, in which I concur,
the City, as requested
of May 9, 1967.
BARTI,~TT L . KENNEDY
City ~,rig5.neel'
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DATE: January 1G, 19£~ y` ~ ~ --« ~~ 'uE~`:~ ` I I °,',~'~ ~°%+
TO: City Engineer (J J ~ -,; ~ T °`"~ ~~'~ ~ ~t,~y)
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FROM: Parking and Traffic4Eri~i~~~ ~~`'~
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SUBJECT: One-Way Streets P.~tL`2.vLL ,TO ~~~~ GITY ter, ~_~.~ GrFICE
GiTY ~'{ Ki'S Gz:iuE F~ . _T,?'1G.
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In March, 1967, the City Council requested the adminis-
tration to prepare a report and recommendation relative
to the development of a ane-way street plan for the
City of Santa Monica. That report is submitted herewith
for your review and such action as you deem appropriate.
Since receiving the Council's request, we have conducted
numerous investigations of traffic volume, speed and
delay, land use and traffic accident data. Our findings
from these studies have been measured against standards
established by the National Committee on Urban Transpor-
tation of the Public Administration Service. The National
Committee has established a series of recommended Standard
Travel Speeds for Urban Streets, based on street classifi-
cations, as set forth in Table I.
TABLE I
SUGGESTED STANDARD SPEED AND RATE OF MOTION
PEAK HOUR OPERATION
MAJOR STREET TYPE SPEED RATE OF MOTION
Expressway 35 MPH 1.71 Min/Mile
Major Arterial 25 MPH 2.40 Min/Mile
Collector Street 20 MPH 3.00 Min/Mile
(Source: National Committee on Urban Transportation -
Procedure Manual 3-8 "Determining Travel Time", Public
Administration Service.)
Using these standards as a basis for measurement, lower
travel speeds(and slower rates of motion) on any street
can be computed on a basis of minutes of vehicle delay
in excess of these standards. The result of this com-
putation, multiplied by the annual traffic volume and a
cost factor of $0.035 per vehicle minute of delay pro-
vides a "yardstick" for the measurement of the cost to
the road user caused by traffic congestion.
Using these calculations, the annual cost of excess
traffic congestion in Santa Monica has been computed to
City Engineer
One-Way Streets
January 16, 1968
Page 2
be in excess of $873,000. Table II lists the ten street
sections in Santa Monica with the highest rate of excess
delay,
TABLE II
ANNUAL COST TOTAL
STREET SECTION PER MILE ANNUAL COST
LINCOLN - Pico to Wilshire $74,000 $ 69,560
CLOVERFIELD BLVD. - Pico to Santa Monica $66,210
FOURTH ST. - Pico to Wilshire $47,320
PICO BLVD. - Lincoln to Cloverfield
SANTA MONICA BLVD. - 17th to Centinella
OLYMPIC BLVD. - 4th to 20th
OCEAN PARK BLVD. - Neilson to Lincoln
PICO BLVD. - Ocean to Lincoln
LINCOLN BLVD. - Marine to Pico
PICO BLVD. - Cloverfield to Centinella
$45,210
$38,000
$35,670
$33,870
$33,360
$32,870
$29,870
$ 59,590
$ 37,860
$ 52,670
$ 44,860
$ 42,820
$ 19,320
$ 17,950
$ 29,920
$ 24,790
$399,340
It is important to note that these ten sections of street
account for 45% of the total annual traffic delay in the
city. Implementation of the first stage of the proposed
one-way street plan would afford some rneasure of -relief,
either directly or indirectly, to five of these sections
From our review of all the data at our disposal, tae sub-
mit the following recommendations:
1. That the attached map entitled "PROPOSED ONE-WAY
STREET 2LAN" be adopted by the Council as a Master plan
for the eventual implementation of a system of one-way
streets to be adopted in stages as outlined herein.
2. That future expenditures of funds for street improve-
ments, traffic signal installations and/or modifications be
considered on the basis of this P+Iaster plan as adopted by
the Council.
3, That Stage I of the Master plan (shown in RED on the
attached map) be implemented immediately. This stage of
City Engineer
One-Way Streets
January 16, 1968 Page 3
development includes the following streets:
a) Cloverfield Blvd-Southbound between Broadway and 26th
b} 26th St.-Northbound between Cloverfield Blvd. and
Colorado Ave.
c) Colorado Ave. - Westbound between 26th St, and 2nd.
d) Broadway - Eastbound between Ocean Ave. and 26th St.
e) Lincoln Blvd. - Southbound between San Vicente Blvd.
and Santa Monica Blvd.
f) 7th St.-Northbound between Colorado Ave. and San
Vicente Blvd.
4. That as an integral part of Stage I of the One-Way
Street Plan, parking be prohibited on both sides of 4th
Street between Wilshire Boulevard and Colorado Avenues
and on both sides of Lincoln Boulevard between Santa Monica
Boulevard and Colorado Avenue.
It is further recommended that both 4th Street and
Lincoln Boulevard, in these areas, be marked to provide
two moving lanes of traffic in each direction, plus a
separate lane for left-turning traffic at intersections,
and at the entrances to major parking facilities.
5. That Stage II of the plan be implemented approximately
six months after Stage I. This stage, shown in BLUE on the
attached map, includes 5th Street - northbound and 6th.
Street - southbound, between Colorado and Montana Avenues.
6. That the individual elements of Stage III of the plan
(shown in GREEN on the attached map) be implemented as
traffic volumes warrant the extension of the system, and
as necessary traffic contrCl devices are installed to make
the individual elements into useable arterial streets.
In making these recommendations, we have attempted to ob-
tain for the motoring public the major benefits of one-
way traffic operations. These benefits have been proven
in cities throughout the country, and can be realized in
Santa Monica.
a) The traffic-carrying capacity of a street is 25% to
35% greater under one-way operation than as a two-way
street, wiih other factors unchanged. The need for
this additional capacity on certain streets in Santa
Monica is shown in Table III.
TABLE III
PRACTICAL CAPACITIES OF VARIOUS STREETS
2-?i7AY VS 1-*rdAY TRAFFIC ?r7ITH PARKIA?G
EXISTING
CAPACITY (VEH/HOUR) (1) MEASURED
STREET NAME [aIDTH
(CURB TO CURB) 2-WAY OPERATION
MAJOR FLOW P~IINOR FLO?/J
TOTAL 1-V~TAY
OPERATION VOLUME
M
(
AJOR FLOW)
LINCOLN-N. OF WILSHIRE 40' 420 280 700 $50 375
ARI20NA 48' 540 350 900 lObO 280
LINCOLN-S, OF taILSHIRE 52' 590 390 -980 1165 950
BROADWAY-COLORADO 55' - 56' 650 430 1080 1270 625
SANTA PRONICA-MAIN 58' - 60' 7.00 470 1170 1340 800
FOURTH STREET 52' 590 390 980 1390(2) 725
(1) SOURCED National Committee on Urban Transportation - Procedure Manual 7-A "Standards
for Street Facilities .and .Services",.:Public Administration Service.
(2) Two-Way No Parking
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City Engineer
One-Way Streets
January 16, 1968
Page 5
b) It is well documented that one-way streets re-
sult in lower accident rates. A major reason for
this reduction is the fewer number of potential
collision points at the intersections of one-way
streets, as is demonstrated in Table IV.
TABLE IV
OPERATING
CONDITIONS
BOTH STREETS
TWO-WAY TRAFFIC
ONE STREET
ONE-WAY TRAFFIC
24 32 4'4
11 17(2 lane-1 Way) 25
15(4 lane-I Way)
BOTH STREETS
ONE-TntAY TRAFFIC 6 10 18
SOURCE: Institute of Traffic Engineers Handbook (See Appendix 'A')
c) Greater flexibility of traffic signal timing ~xnder
one-way operation, due to the single parameter of
time and distance provides more continuity of traffic
flow and reduces traffic delay to a minimum.
d) Under one-way operation, there are fewer limita-
tions imposed on the traffic signal system, thus
offering greater flexibility in signal timing for
continuous flow on the one-way artery.
e) In many cases, the conversion to one-way operation
will forestall for some years, and in some instances
even eliminate the need for expensive street widening
projects.
For a one-way plan to meet with public approval, and to
be effective it must do so, certain minimum requirements
have been established based on engineering analyses of
experience in cities across the nation. The two principal
criteria which have been developed are that: (a} one-way
streets should be in pairs not more than 700 feet apart,
City Engineer
One-Way Streets
Janxxary 16, 1968
Page 6
unless separated by a major two-way artery; and (b) that
intersecting cross streets should connect the one-way
pairs at intervals of not more than 500 feet.
A review of the basic geography of the City of Santa
Monica reveals that these conditions cannot be met to
any reasonable degree in the area south of the Santa
Monica Freeway, except in the traffic corridor served
by Main Street and Neilson Z+Jay. No other streets in
this portion of the city have both the continuity of
route and the availability of a companion artery within
an acceptable distance to provide any general traffic
service, or to relieve any existing congested artery.
North of the Freecaay, however, the basic grid-system
of streets, with 600 foot block lengths north end
south, and 300 foot block. lengths east and west, is
almost ideal for one-way operation. It is in this area
that much can be accomplished by converting streets to
one-way operation.
Stage I of the Master plan, embodying Broadway and
Colorado; Cloverfield and 26th Street; 7th and Lincoln is
recommended as the first step in the overall program.
In converting these streets to one-way operation, we
feel that we caill accomplish these objectives:
1. Minimize the extreme congestion which now occurs
daily on both Cloverfield and 25th Street, near
their common intersection.
2, Eliminate the need for a traffic signal at the
intersection of Cloverfield and 26t'n Street, which
if installed, will add to the already lengthy traffic
delay in this area.
3. Reduce the amount of congestion now encountered on
Broadway, Colorado and Lincoln Boulevard by providing
greater traffic capacity and more desirable signal
timing.
4. Because of the higher capacity and lower traffic
delays inherent in one-way street operation, through
traffic on Santa fdonica Boulevard and/or Olympic
Boulevard may be induced to use the Broadway -
Colorado couplet, thus reducing congestion on those
arteries As a one-way pair, the capacity of the
Broadway- Colorado couplet could easily accommodate
any traffic which might be diverted from either
Santa Monica Boulevard or Olympic Boulevard.
City Engineer
One-b9ay Streets
January 16, 1968
Page 7
5. Due to the easier movements afforded by the one-way
system, it may also be possible to achieve a more
equal distribution of traffic between the two access
points to the Santa Monica Freeway at Cloverfield
Boulevard and at Lincoln Boulevard. Trdhile this would
have little significance during the peak traffic
hours when both interchanges are overloaded, it could
have substantial benefit during other traffic hourso
5, In view of its primary importance as a continuous
route through the Central Business District, its
relationship to the Santa Monica Freeway, and its
role as a transit route for the Santa Monica Trans-
portation Department, Fourth Street cannot be con-
sidered for one-way operations However, some means
must be found to relieve traffic congestion on this
major arterye
To provide this relief, it is recommended that parking
on Fourth Street between tdilshire Boulevard and
Colorado Avenue be prohibited at all times. The
existing lane markings should be removed, and the
street marked to provide two moving lanes in each
direction, plus a separate left turn lane at each
intersection and at the entrance to major parking
facilities ~~~herever possible.
It is important to note that, while Fourth Street
is currently marked for two lanes of traffic in each
direction, plus parking on each side, these lanes
are so narrow as to discourage the average driver
from using any but the center lane, Observation of
the driving habits of 2,580 motorists traveling
south on Fourth Street, between Santa Monica Boulevard
and Broadway showed that only one driver in four
would use the traffic lane nearest the parking lane..
The remaining 75% of the traffic was either wholly
or partially in the traffic lane nearest the center
of the street, A similar study on Santa Monica
Boulevard, which is six feet wider than Fourth Street,
showed an almost equal split of traffic in each lane,
with 52% of the drivers in the lane next to the
part>ed cars, and ~8% either wholly or partially in
the center lane.
7, The conversion of Lincoln Boulevard to one-way opera-
tion will ease the congestion on that street, and
will delay for some time the need to widen this
street, which is noon scheduled for the 1959 - 1970
fiscal year, Making the street one-way will provide
the needed street capacity without the loss of
existing on-street parking, parkways or trees, etc,
City Engineer
One-Way Streets
January 16, 1968
Page 8
Seventh Street is the alternate to Lincoln Boulevards
Serving the heavy traffic demands generating in the
Santa Monica Canyon, the Lincoln - 7th pair of one-
way streets will do much to alleviate congestion
and reduce accidents in this area of the city.
Lincoln'BOUlevaid south of Santa Monica Boulevard is a
State Highway, and cannot be converted to one-way opera-
tion at this time. However, it is in this area that we
experience some of the most severe congestion in Santa
Monica, To relieve this congestion, it is recommended
that parking be prohibited on both sides of Lincoln
Boulevard between Santa Monica Boulevard and Colorado
Avenue and that the street be marked for two moving
lanes .of traffic in each direction, plus separate left
turn lanes where applicable,
Stage II of the plan is designed to offer additional
traffic relief to Fourth Street in the downtown area.
In view of the connection of Fifth Street at Olympic
Boulevard, it is felt that traffic leaving the Santa
Monica Freeuaay which now uses Fourth Street northbound
would, to a measurable degree, use Fifth Street under
one-way operation, Sixth Street would then be the
alternate companion to Fifth Street.
The balance of the proposed one-way street plan is de-
signed to relieve congestion which is present and growing
on Wilshire and Santa Monica Boulevards, on Montana
Avenue and in the Main Street-Neilson ',day traffic corridor.
Before this relief can be provided in a realistic manner,
however, it will be necessary to install signal controls
at major intersections on the proposed one-way streets,
and to install STOP signs at other intersections assign-
ing the right-of-way to the one-way system, Additionally,
with respect to Santa Il4onica Boulevard, it will be
necessary to either gain the concurrence of the State
Division of Highways, or to wait until the State re-
linquishes this existing highway (State Route 2) to
the City, as they recently did with Olympic Boulevard,
With reference to the Main-Neilson couplet, no special
arrangements need be made to convert this pair of streets
to one-way operation, However, although both streets
are now operating at near capacity, the present demand
does not dictate a need for one-way operation at this
time, This need will arise, however, with future develop-
ment in the Ocean Park areas Projections of traffic flow
based upon full residential occupancy of the Redevelop-
ment area indicates a traffic demand far exceeding street
capacity, The development of any high volume traffic
City Engineer
One-Way Streets
January 16, 1968
Page 9
generator prior to complete residential occupancy will
advance the time at which these streets must be con-
verted to one-way operation.
The Alta-Idaho couplet, serving to relieve congestion on
iUtontana Avenue must, like Arizona Avenue await the develop-
ment of traffic controls which would make these streets
more desirable to travel. One of these developments
would have to be the removal of parking on one side of
Alta Street throughout the one-way section. This street
is only 30 feet wide, and can only accommodate one lane
of traffic with parking on each sides t~7ith parking re-
moved on one side, a satisfactory two lane street can be
obtained for one-way operations (See Appendix B).
The above outlined plan can be implemented over the
next three to five years. Stage I of the plan can and
should be implemented at the earliest possible date, In
this connection, I should point out that the detail work
involved in moving signs, parking meters, etc. and the
installation of new signs and markings, will require
the services of our complete field staff for a minimum
of five to six weeks, exclusive of the time our staff
must devote to preparations for the Academy Awards
presentations, and other routine duties.
If upon review of this report you have any questions,
I would be happy to discuss them with you at your con-
venience.
.~~ -~
~ ~ JosephTD, Nadon
~- Parking and Traffic Engineer
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TABLE V
ESTIMATED COST DATA
ONE-WAY STREET PLAN
STAGE I
26th and Cloverfield
Broadway and Colorado
Lincoln and 7th
Labor ~1)
Removing and/or Relocating
Existing Signs, Meters and
Markings, etc. 4,800
Installing New Signs and
Markings 2,150
TOTAL - Stage I(2) 6,950
Material
400
5,750
6,150
STAGE II
5th and 6th Street
Removing and/or Relocating
Existing Signs, Meters and
tarkings, etc, 1,800 200
Installing New Signs and
Markings 800 1,400
TOTAL - Stage II 2,600 1,600
(1) Includes contract labor to sandblast obsolete
paint markings on pavement.
(2) Does not include cost of opening San Vicente
Boulevard median at Lincoln Boulevard. Estimate
of this cost has been deferred pending final
design of median opening.
APPENDIX "C"
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