On November 10, 2014 over 150 residents attended the third workshop on the Third and Fourth Streets Study. At the workshop the City’s consultant presented its recommended concept plan for improvements to these and surrounding streets. The objectives of the plan are to reduce the actual speed of the traffic on Third and Fourth Streets to 25 mph; to improve pedestrian, bicycle and vehicular access across these streets without compromising through traffic operating conditions; and to respond to the additional concerns of residents identified in previous workshops and surveys. The goals of the workshop were to allow the attendees to review the concept plan, to receive feedback on the plan from the attendees, and to answer their questions.
The consultant presented the existing conditions along Third and Fourth Streets where the actual speeds of the traffic range from a low of 29 mph to a high of 39 mph and the majority of the intersections are failing because of the delays experienced by cross traffic. Graphs of the traffic volumes on Third and Fourth Streets illustrated how the volume of the traffic on Third Street only exceeds the capacity of the roadway for approximately two hours during the am rush hour and the capacity of Fourth Street for approximately three hours in the afternoon. At other times the capacities of the roadways exceed the requirements of the traffic, which contributes to drivers exceeding the posted speed limit of 25 mph.
Left: Workshop Participants Listening to Presentation on the Consultants’ Concept Plan.
The consultant went on to summarize the 300 responses to the most recent resident survey that was conducted following the second workshop that was held on August 6, 2014. Marking the pavement at the intersections of Fourth Street and D Avenue and Third Street and C Avenue “Keep Clear,” installing raised crosswalks with flashing beacons, providing speed table east of Orange Avenue, constructing curb extensions at Glorietta Place, and modifying the intersections at Third and Fourth Streets and Palm Avenue were all supported by the respondents to the survey. Measures that received a mixed response included eliminating a parking lane on both Third and Fourth Streets to accommodate a wider multi-use path for pedestrians and cyclists, constructing speed tables west of Orange Avenue, and closing H Avenue from Third Street to Palm Avenue and F Avenue from Fourth Street to Palm Avenue. The proposal to eliminate a parking lane on both Third and Fourth Streets and to allow parking in one of the travel lanes during non-rush hour periods received little support.
The potential installation of traffic signals received a mixed response. Signals at Third and Fourth Streets at Alameda Boulevard, Third and Fourth Streets at B Avenue, Third and Fourth Streets at F Avenue, and Fourth Street at Glorietta Boulevard received more support than opposition. However, in some instances the support was only marginally greater than the opposition. Signals at Third Street and Fourth Street at H Avenue were opposed by more respondents than supported them. The principal opposition to signals was the potential diversion of traffic onto neighboring residential streets. The consultant presented analyses of inbound and outbound traffic travel times over the bridge to demonstrate that the signals would not create an incentive for drivers to take alternative routes.
The concept plan presented by the consultant was a synthesis of the three concepts that it had presented at the workshop in August and reflected the survey results. The recommended concept includes the following features:
Right: Fehr & Peers Project Manager, Dawn Wilson, Explaining Concept Plan to Workshop Attendees
Traffic signals at Fourth Street and Alameda Boulevard will meter the traffic exiting Naval Air Station North Island (NASNI) resulting in a more consistent flow of traffic along Fourth Street during the p.m. peak period. By platooning the vehicles along the corridor, the queues at Orange Avenue will be reduced and travel time will improve over the existing condition. The reduction in travel time will reduce driver dependence on alternative routes and keep traffic on Fourth Street.
Raised crosswalks with rapid flashing beacons at the west sides of the intersections of H and I Avenues and Fourth Street will improve the visibility of pedestrians and reduce traffic speeds on Fourth Street. The raised crosswalks will maintain the speed of the traffic at 20-25 mph, which is consistent with the posted speed limit.
The existing crosswalk at the intersection of G Avenue and Fourth Street will be replaced with the crosswalk and flashing beacons at H Avenue to align with a proposed traffic signal at Third Street and H Avenue.
The intersection of Palm Avenue at Fourth Street will be modified to create a cul de sac at the Fourth Street end of Palm Avenue. The intersection of Palm Avenue at Fourth Street is approximately 130 feet wide. There are also six legs of traffic entering or exiting the intersection. The width of street and complex traffic flow poses a risk to pedestrians and vehicles. The park adjacent to the intersection also provides recreational opportunities but is exposed to traffic on three sides. This cul-de-sac would reduce the cross-section of road, provide opportunities for additional landscape and open space and reduce the number of entering and exiting legs of the intersection to four legs, which will greatly reduce the complexity of the traffic flow through the intersection.
A raised crosswalk with rapid flashing beacons at the east side of the intersection of Third Street and I Avenue will improve visibility of pedestrians, improve driver awareness of the crosswalk and reduce traffic speeds along Third Street. This intersection currently has a marked crosswalk.
The intersection of Palm Avenue at Third Street will be modified to create a cul de sac at the Third Street end of Palm Avenue. Similar to the intersection at Fourth Street and Palm Avenue, this intersection is also over 130 feet wide and is located adjacent to a small park. The cul-de-sac will “square up” the intersection and reduce the width of the intersection and the pedestrian crossing distance. This will reduce traffic turning speeds, provide additional green space and landscape opportunities, and greatly reduce the complexity of traffic flow through the intersection.
Traffic signals at the intersection of H Avenue and Third Street will be coupled with the cul-de-sac improvements described above to provide improved pedestrian, bicycle and vehicular access across Third Street. H Avenue along with F Avenue are the two principal north-south pedestrian walking routes west of Orange Avenue.
Traffic signals at the intersections of Third and Fourth Streets at F Avenue will reinforce the designation of F Avenue as a designated school route, as indicated by the existing marked yellow crosswalks. The traffic signals along this route would improve pedestrian access by controlling vehicular traffic on Third and Fourth Streets to allow pedestrians to cross the street on a green light.
A speed table on Third Street west of D Avenue will address the excessive speed of the traffic on Third Street during non-congested periods. The speed table will reduce traffic speeds to the posted speed limit. The regular spacing of speed tables and raised crosswalks on both Third and Fourth Streets will aid in maintaining slower travel speeds.
“Keep Clear” pavement markings at the intersections of Third Street and C Avenue and Fourth Street and D Avenue will remind drivers to keep the intersections clear to allow north-south access during the most congested times of day.
Curb extensions at the intersections of C and A Avenues and Fourth Street will aid in both reducing traffic speeds and make pedestrians, who chose to cross at these locations, more visible to drivers. They will also provide new landscape opportunities.
Traffic signals will be installed at the intersections of Third and Fourth Streets at B Avenue. East of Orange Avenue there are no marked pedestrian crossings. This is in large part due to the high traffic speeds, high traffic volumes, and the existence of multiple travel lanes. However, pedestrians continue to cross at B Avenue, which has a history of accidents that have resulted in severe injuries. Marking crosswalks at these intersections is not feasible and other enhancements, such as rapid flashing beacons or Hawk Signals are not recommended at this location. Coupled with pedestrian and bicycle safety as a reason to install traffic signals at these intersections are the delays and queuing that occurs on B Avenue due to the lack of gaps in the Third and Fourth Streets traffic volume. The traffic signals will reduce queues and delays for vehicles on B Avenue and will improve access for pedestrians and bicyclist. The intersection at Pomona Avenue and Third Street will be modified in conjunction with the installation of the traffic signals at Third Street and B Avenue closing Third Street at Pomona Avenue. The existing skewed intersection is currently controlled by a stop sign at Third Street. Often, vehicles enter the stream of traffic at this intersection and cross two to three lanes of traffic to turn onto B or C Avenue or Orange Avenue. Closing this access will remove traffic from this leg of the intersection and provide additional landscape area.
The intersection of A Avenue and Third Street will be modified to prohibit permanently left turns from Third Street onto A Avenue. This is the first intersection at which cars coming off the bridge can turn south and it has a history of high turning speeds and accidents. A median will be constructed that will prohibit left turns onto A Avenue, but will allow for outbound traffic from A Avenue onto Pomona Avenue.
The intersection of Glorietta Place and Pomona Avenue will be modified to reduce its width such that Glorietta Place joins Pomona Avenue at a near 90 degree angle. This will improve visibility of oncoming traffic at the intersection, reduce turning speeds onto Glorietta Place, and provide a traffic calming benefit on Pomona Avenue as it joins Third Street. Much like Palm Avenue, the Glorietta Place intersection is very wide and can accommodate turns at a very high speed.
Speed tables will be provided on Fourth Street east of A Avenue and on Pomona Avenue west of Glorietta Boulevard and west of A Avenue. Fourth Street east of Orange Avenue has the highest speeds along the corridor. The speed table proposed will aid in reducing traffic speeds between Orange Avenue and the dip at Glorietta Boulevard. On Pomona Avenue the speed tables also aid in maintaining traffic speeds of 25 mph and maintain driver awareness as they approach the proposed traffic signal at Third Street and B Avenue.
Traffic signals at Glorietta Boulevard and Fourth Street will be provided and a cul de sac at Glorietta Boulevard and Fourth Street will be created. The traffic signal will improve access to Fourth Street and the bridge from the northeast quadrant of the City. To prevent traffic from crossing the intersection and traveling south on Glorietta Boulevard a median will be constructed that will prohibit through traffic. The traffic signal will also reduce dependence on north-south connecting streets such as B Avenue, C Avenue and Orange Avenue by residents and visitors within the northeast quadrant of the City who are attempting to access the bridge.
A roundabout or neighborhood traffic circle will be constructed at the intersection of Third Street and Glorietta Boulevard to aid in maintaining slower traffic speeds along Glorietta Boulevard with the proposed traffic signal at Glorietta Boulevard and Fourth Street. It will also provide an opportunity to improve landscaping, reduce pedestrian crossing distances and manage traffic flow along Glorietta Boulevard.
In addition to receiving feedback from the participants during the workshop, the consultant also provided the participants with a short survey that they were asked to complete and leave behind. The survey asked the participant to identify their key concerns and to rank the proposed improvements to Third and Fourth Streets west and east of Orange Avenue. Participants were also asked if the proposed concept plan responds to their key concerns and to provide any additional comments.
Left: Chairman of the Coronado Transportation Commission, Patrick Garahan Explains Next Steps After the Workshop.
The Chairman of the Coronado Transportation Commission, Patrick Garahan, described the next steps. The consultant will review the results of the workshop and present its final recommendations to the Transportation Commission at a future meeting of the commission. The plan will then be presented to the City Council. So long as Third and Fourth Streets remain state highways, the California Department of Transportation (Caltrans) will make the final determination of what improvements are approved. Although the elements of the concept plan have been discussed with Caltrans, the extent that it would approve some or all of its components has not been determined. Once a plan is approved funding will need to be identified followed by preliminary and final engineering.
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John Tato
Staff Writer
eCoronado.com
