Item 21 Staff Report Consider Traffic Engineer's Report on Los Gatos Downtown Traffic OperationsDATE:
TO:
FROM:
SUBJECT:
MEETING DATE: 2/7/00
ITEM NO.
COUNCIL AGENDA REPORT
February 3, 2000
MAYOR AND TOWN COUNCIL
TOWN MANAGER
CONSIDER TRAFFIC ENGINEER'S REPORT ON LOS GATOS DOWNTOWN "TRAFFIC
OPERATIONS ;a
A. IMPLEMENT RAMP METERING TO 250 VEHICLES PER HOUR
B. MODIFY TRAFFIC SIGNALS AT LOS GATOS - SARATOGA ROAD WITH
UNIVERSITY AVENUE AND NORTH SANTA CRUZ AVENUE TO MAKE THIS
HIGHWAY ENTRANCE MORE ATTRACTIVE
C. CONTINUE ALL -WAY STOP AT EAST MAIN STREET AND COLLEGE AVENUE
AND INSTALL PEDESTRIAN TRAFFIC SIGNAL
D. IMPLEMENT ENGINEERING DESIGN FOR TOWN PLAZA STREET
IMPROVEMENTS, NORTH SANTA CRUZ AVENUE/BACHMAN AVENUE
INTERSECTION IMPROVEMENTS AND GRAYS LANE IMPROVEMENTS
RECOMMENDATION:
1. Implement ramp metering to 250 vehicles per hour.
2. Modify traffic signals at Los Gatos - Saratoga Road with University Avenue and north Santa Cruz Avenue to make
this highway entrance more attractive.
3. Continue all -way stop at east Main Street and College Avenue and install pedestrian traffic signal.
4. Implement engineering design for Town Plaza street improvements, north Santa Cruz Avenue/Bachman Avenue
intersection improvements and Grays Lane improvements.
BACKGROUND:
The Town Council has requested six traffic studies to address a variety of issues and traffic problems in response to
inquiries from residents and individual Council members. Three of the six traffic studies have been completed by the
Town's Traffic Engineer, Gary Kruger with TJKM Transportation Consultants, and were presented to Counci 1 on January
3, 2000. The three remaining traffic studies (i.e., Downtown Operational Traffic Study, Closure of Santa Cruz Avenue
on -ramp to Highway 17, Stop signs at Main and College and Santa Cruz and Bachman) are presented with this Council
report.
DISCUSSION:
The three traffic studies attached to this report are described below. Each of the these studies provide its own analysis
and recommendation.
PREPARED BY: PAUL L. CURTIS
Director of Community Development c
4(/
Reviewed by: 0� Attorney Revised: 2/3/00 3:46 PM
Reformatted: 7/ 14/99 S:ITRAFRPT
PAGE 2
MAYOR AND TOWN COUNCIL
SUBJECT: CONSIDER TRAFFIC ENGINEER'S REPORT ON LOS GATOS DOWNTOWN TRAFFIC
OPERATIONS
February 2, 2000
DISCUSSION: (Cont.)
1. Los Gatos Downtown Traffic Operations. - This traffic study addresses the following items and contains
findings and suggested alternatives:
1) Downtown Operational Traffic Study
2) Closure or metering of Santa Cruz Avenue on ramp to Highway 17
3) Stop signs at Main Street and College Avenue
4) Stop signs at Santa Cruz Avenue and Bachman Avenue
5) Evaluation of improvements at Bachman Avenue, Grays Lane, and North Main Street at Plaza Park
The following summarizes traffic issues in the downtown area with findings, and possible alternatives:
1) Key Intersections
Peak traffic occurs between 4:45 and 5:45. Five signalized intersections at key intersections were
evaluated and rated as "level of service" from A through F (A being the best to F being the worst).
The existing signal timing at these intersections has an average "level of service" rating of D. These
signal intersections can improve traffic flow at least 46% by changing the timing of the existing
signals.
However, optimizing signal timing may induce more traffic. Decreasing particular green Tight time
at specific intersections would serve to discourage motorists from using Town streets as a cut -through
route to avoid heavy congestion on Highway 17.
2) Cut -Through Traffic
A license plate study was conducted to determine the number of automobiles using North Santa Cruz
Avenue, University Avenue, and Los Gatos Boulevard as a cut -through to the Highway 17 entrance
at South Santa Cruz Avenue. The study found 82% of all traffic is cut -through automobiles using
Town streets as an alternative to using Highway 17.
3) Travel Time and Delay
A travel time study showed that it is faster to use Town streets instead of Highway 17 during
commute hours. Automobile commuters save 2.7 minutes by using Town streets during this time
period.
4) Accidents
Accident h istory of Town streets was reviewed to determ ine whether street design or traffic operations
contributed to an increase number of expected accidents. Analysis of accident history shows that no
specific locations are especially hazardous due to cut -through traffic.
5) Parking
A parking occupancy study of Customer Only parking lots found that the peak period for parking in
downtown Los Gatos is from 12:00 to 2:00 P. M. During afternoon peak hour traffic, there is a 12%
increase in available parking in downtown Los Gatos.
PAGE 3
MAYOR AND TOWN COUNCIL
SUBJECT: CONSIDER TRAFFIC ENGINEER'S REPORT ON LOS GATOS DOWNTOWN TRAFFIC
OPERATIONS
February 2, 2000
DISCUSSION: (Cont.)
6) Pedestrian Crossing
During peak traffic hours, there are approximately 1,000 vehicles per hour near the majority of
pedestrian crossings. Although there have been no significant pedestrian -related accidents, shorter
crosswalks will improve pedestrian safety.
7) A 3-Wav Stop at East Main Street at College Avenue
Traffic counts support installing this 3-way stop. Immediately after installing of this 3-Way Stop
Sign, traffic flow sometimes backed up. While this stop sign has created more congestion in the
morning commute, it has increased pedestrian safety. An additional benefit is reduced automobile
speeds near this intersection.
8) 4-Way Stop at North Santa Cruz Avenue/Bachman Avenue
Stop signs at this location would delay traffic along this popular cut -through route but shift traffic to
University Avenue. By placing another traffic controlling device at the intersections of University
Avenue with Bachman Avenue and Royce Street, in conjunction with modifying the signal at
University Avenue at Main Street, would decrease 30% of the cut -through traffic. A four-way stop
is not recommended because significant congestion would be created.
9) Ramp Metering at South Santa Cruz Avenue
Installing a ramp metering device to allow 250 vehicles per hour to enter Highway 17 could decrease
cut -through traffic by approximately 65%. This would result in a decrease of 300 vehicles during
peak traffic hours (4:45-5:45PM.) in downtown Los Gatos. An increase of 5 minutes would be added
to commuters that normally use this entrance.
A ramp metering device would cost approximately $20,000 - $40,000. Even if back-up occurs, the
meter can be programmed to allow traffic to flow to clear the congestion. Other devices (e.g. stop
signs) cannot be controlled by time nor use and are permanent (e.g. 24 hours) even when congestion
is not a concern.
10) Closing the South Santa Cruz Avenue On -Ramp to Highway 17
Closing the South Santa Cruz Avenue entrance to Highway 17 would decrease cut -through traffic by
approximately 460 vehicles during the peak traffic period.
ENVIRONMENTAL ASSESSMENT:
Is not a project defined under CEQA, and no further action is required.
FISCAL IMPACT:
None
Attachments:
Los Gatos Downtown Traffic Operations Study
Distribution:
Gary Kruger, TJKM, Traffic Consultants, 4234 Hacienda Drive, Suite 101, Pleasanton, CA 94588-2721
NiiiTransportation Cons ints
MEMORANDUM
January 26, 2000
To: Mr. Scott D. Alman, Town Engineer Project No.: 021-030. Task 002
Town of Los Gatos
From:
Subject:
Gary Kruger, Town Traffic Engineer " Jurisdiction: Los Gatos
Los Gatos Downtown Traffic Operations
TJKM Transportation Consultants is pleased to present for your review and approval the following
summary of our findings and conclusions from the Downtown Traffic Operations Study.
BACKGROUND AND OBJECTIVES
The Town Council of Los Gatos has expressed concerns regarding traffic operations in the
downtown area due to a combination of a number of factors, including the additional traffic from
the Old Town Project, the use of downtown streets to bypass SR 17, and the impacts of Los Gatos
High School traffic on top of existing congestion. To address these concerns. the Town has
retained the Town Traffic Engineer to conduct a study of downtown traffic operations. The
specific objectives of the study are:
• to evaluate existing traffic conditions at key intersection in the downtown area using standard
traffic engineering procedures;
• to identify traffic circulation deficiencies and develop potential countermeasures:
• to develop and analyze measures to discourage, if not eliminate, traffic cutting through
downtown to avoid SR 17;
• to evaluate the proposed all -way stop control at the intersection of College and Main as a
preventive measure for excessive queuing near the school; and,
• to analyze various design alternatives for specific Capital Improvement Program projects.
STUDY AREA AND TIME PERIODS OF INTEREST
The study area, shown in Figure 1, consists of the area bounded by Santa Cruz Avenue to the west,
State Route 9 (Los Gatos -Saratoga Road) to the north, Los Gatos Boulevard to the east, and Main
Street to the south. The study focused on the following ten key intersections:
1. N. Santa Cruz Av/SR 9
2. N. Santa Cruz Av/Main St
3. University Av/SR 9
4. University Av/Main St
5. Los Gatos Bl/SR 9
6. SR 9/Massol Av
7. N. Santa Cruz Av/Bachman Av
8. N. Santa Cruz Av/Broadway
9. Los Gatos Bl/Loma Alta
10. Los Gatos Bl/Pleasanton St/Jackson St
The time period of interest for the evaluation of existing conditions is the Friday afternoon peak
period, which is the worst case scenario for traffic in both downtown Los Gatos and SR 17.
4234 Hacienda Drive, Suite 101, Pleasanton, California 94588-2721
• Phone (925)463-0611 •Pax (925)463-3690 •e-mail tjkm@tjkm.com
E. MAIN ST. 10
• Study Intersection
* Special Study Intersection
Town of Los Gatos
Downtown Operational Traffic Study
Study Area
Figure
1
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TJ KN
21-030-T2 - 1 /00 - Y00
Mr. Scott D. Alman, January 26, 2000, Pg. 3
EXISTING CONDITIONS
Traffic Volume, Traffic Controls, and Lane Configurations
Traffic counts were conducted in the middle of November 1999, before the beginning of the
holiday season. Manual turning movement counts were collected for the study area intersections
during the Friday afternoon peak period (4 — 6 p.m), and machine counts were collected for the
study area roadways for a 24-hour period on the same Friday. The peak hour was found to occur at
4:45 — 5:45 p.m. The peak hour and daily traffic volumes at the study area intersections and
roadways are depicted in Figure 2.
In addition to traffic volumes, traffic control and lane configuration information were also collected
for the study intersections and are shown in Figure 3. These data, as well as existing traffic signal
timing at the five signalized intersections in the study area, were used to create a traffic model of
downtown Los Gatos for analysis purposes.
Traffic Operations at Key Intersections
Existing traffic operations at the key intersections were evaluated using the traffic model of
downtown Los Gatos. The measure of performance of each intersection is the `level of service',
which is based on either the average delay per vehicle entering the intersection for signalized and
all -way stop controlled intersections, or the average delay per vehicle on minor movements for
two-way stop -controlled intersections. Level of service is designated with the letters A through F,
with A representing the least delay and F representing the worst delay.
The peak hour levels of service at the study area intersections are summarized in Table 1. For
comparison, Table 1 also shows the levels of service that would be expected if the signal timing at
each of the signalized intersections were optimized. It should be noted that delay at unsignalized
intersections may also decrease in response to changes in signal timing at adjacent signalized
intersections due to the resulting changes in the traffic flow characteristics of the platoon of
vehicles arriving from the signalized intersection.
Intersection #1
Los Gatos -Saratoga/
N. Santa Cruz
Intersect; 12
Main/N. Sa ruz
Intersection #3
Los Gatos -Saratoga/
University
Intr—action #4
Ma liversity
Intersection #5
Los Gatos -Saratoga/
Los Gatos
Intersection #6
Los Gatos -Saratoga/
Massol
Intersection 47
Bachman/N. Santa Cruz
Intersection #6
Broadway/N. Santa Cruz
Intersection #9
Loma Alta/Los Gatos
Intersection #10
E. Mair/Pleasant
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LEGEND
XXX—//PM Peak Hour Traffic Volume
YYY Daily Traffic Volume
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North
Not to Scale
Town of Los Gatos
Downtown Operational Traffic Study
Existing Traffic Volumes
Figure
2
21-030-T2 - 1 /00 - YDO
Intersection #1
Los Gatos -Saratoga/
N. Santa Cruz
Intersec #2
Main/N. S. Cruz
Intersection #3
Los Gatos -Saratoga/
University
In, action #4
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Los Gatos
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Los Gatos -Saratoga/
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Intersection #7
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Intersection 48
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Intersection #9
Loma Alta/Los Gatos
Intersection #10
E. Main/Pleasant
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LEGEND
• Study Intersection
STraffic Signal Control
-a-STOP Sign Control
Town of Los Gatos
Downtown Operational Traffic Study
Existing Traffic Control and Intersection Geometrics
Figure
3
21-030-T2- 1/00- YDO
Mr. Scott D. Alman, Janua*v 26, 2000, Pg. 6
Table 1: Peak Hour Intersection Levels of Service - Existing Conditions
SIGNALIZED INTERSECTIONS
ID Intersection
Existing Signal Timing Optimized Signal Timing
Delay,
sec/veh
LOS
Delay,
sec/veh
LOS
1 N. Santa Cruz Av/SR 9 28 D 25 C
2 N. Santa Cruz Av/ Main St 34 D 20 C
3 University Av/SR 9 >60 F 33 D
4 University Av/Main St >60 F 9 B
5 Los Gatos BI/SR 9 19 C 17 C
UNSIGNALIZED INTERSECTIONS
ID Intersection
Existing Signal Timing Optimized Signal Timing
Delay, LOS Delay, LOS
sec/veh sec/veh
6 SR 9/Massol Av
WB Left 13 B 13 B
NB Approach 26 D 26 D
7 N. Santa Cruz Av/Bachman Av
NB Left 9 A 9 A
SB Left 8 A 8 A
WB Approach 21 C 21 C
EB Approach 58 F 58 F
8 N. Santa Cruz Av/Broadway
NB Left 9 A 9 A
WB Approach 17 C 17 C
EB Approach 24 C 24 C
9 Los Gatos BI/Loma Alta 51 F 51 F
10 Los Gatos BI/Pleasant St/Jackson St 29 D 29 D
Note: LOS = Level of Service
As evidenced by the results of the intersection level of service analysis, significant improvements
in delay can be achieved by optimizing signal timing at the signalized intersections. It is not
always desirable to optimize signal timing, however, as it may induce more traffic to use a
particular route. In the case of the traffic signal at University Avenue and Main Street, the minimal
green time allotted to the southbound approach serves to discourage motorists from using
University Avenue as a cut -through route to avoid congestion along State Route 17.
Mr. Scott D. Alman, Janu--,/ 27, 2000, Pg. 7
Cut -Through Traffic
A license plate study was conducted to determine the magnitude of traffic using N. Santa Cruz
Avenue, University Avenue, and Los Gatos Boulevard to bypass the congestion along State Route
17. The license plate study involved stationing people at the entrance points into downtown Los
Gatos and at the exit point from downtown Los Gatos at the N. Santa Cruz Avenue on -ramp to
State Route 17 to collect the numbers of license plates. The numbers observed at the entrance
points were then matched to those observed at the exit point. As a check, the observation times are
also recorded to ensure that the amount of time that has elapsed from one observation at an
entrance point to the same observation at the exit point is at least equal to the travel time between
those two points.
The results of the license plate study are depicted in Figure 4. The data shown on the figure
represent the percentage of traffic on the roadway segment that elects to enter State Route 17 via
the N. Santa Cruz Avenue on -ramp, rather than via the State Route 9 on -ramps that are closer.
Travel Time and Delay
A travel time study was conducted to compare the attractiveness of using, N. Santa Cruz Avenue,
University Avenue, and Los Gatos Boulevard as bypass routes for State Route 17. The results of
the travel time study are also used later on to evaluate the impacts of proposed countermeasures
that would discourage cut -through traffic.
The travel time study involved driving along the bypass routes, as well as State Route 17, and
noting the time of arrival at various control points and the delay incurred as a result of traffic
signals, all -way stops, being queued up behind left -turning vehicles, motorists attempting to park,
or pedestrians crossing the street.
As illustrated in Figure 5, the routes were evaluated for travel time and delay between Lark Avenue
and southbound State Route 17 at the N. Santa Cruz Avenue on -ramp. Owing to the changes in
traffic characteristics along the routes as you approach downtown Los Gatos, the travel time and
delay data north of State Route 9 were analyzed separately from those south of State Route 9.
Table 2 presents the results of the travel time and delay study for the portion of each of the four
routes that is north of State Route 9. Figures 6 and 7 graphically illustrate the average travel speeds
and average running speeds along the same four routes. Table 3 and Figures 8 and 9 provide the
same information for the portion of the routes that is south of State Route 9.
As evidenced by the results of the travel time and delay study, north of State Route 9, there is
incentive for motorists to use Winchester Boulevard/N. Santa Cruz Avenue, University Avenue,
and Los Gatos Boulevard as bypass routes for State Route 17 due to the higher travel speeds and
running speeds along those routes. This is not the case for the portion of University Avenue and
Los Gatos Boulevard south of State Route 9, where the travel speeds are about the same as that on
State Route 17, and for the portion of N. Santa Cruz Avenue south of State Route 9, where the
travel speed is actually lower than that on State Route 17. Taken as a whole from Lark Avenue to
the State Route 17 on -ramp at N. Santa Cruz Avenue, the most attractive route appears to be
University Avenue, with an average trip time of 9.8 minutes, followed by Los Gatos Boulevard
with 11.4 minutes, then N. Santa Cruz Avenue with 11.6 minutes, and finally by State Route 17
with 12.5 minutes. --
Intersection #1
Los Gatos -Saratoga/
N. Santa Cruz
Intersect !2
Main/N. Sa.
Intersection #3
Los Gatos -Saratoga/
University
Int ction #4
Ma liversity
Intersection #5
Los Gatos -Saratoga/
Los Gatos
0
Intersection #6
Los Gatos -Saratoga/
Massol
Intersection #7
Bachman/N. Santa Cruz
Intersection #H
Broadway/N. Santa Cruz
Intersection #9
Loma Alta/Los Gatos
Intersection #10
E. Main/Pleasant
X
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LEGEND
XXX-'PM Peak Hour Traffic Volume
North
Not to Scale
Town of Los Gatos
Downtown Operational Traffic Study
Cut -Through Traffic
Figure
4
21-030-T2 - 1100 - YDO
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Travel Time and Delay Study Routes
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Figure 6: Travel Speed Comparison - North of State Route 9
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Figure 8: Travel Speed Comparison - South of State Route 9
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Accidents
The accident history was reviewed for the ten study intersections and the segment of N. Santa Cruz
and University Avenues from State Route 9 to Main Street for the 3 1/2-year period between January
1, 1996 to June 30, 1999. Traffic engineers use two methods to detect whether street design or
traffic operations are contributing to a higher than expected number of accidents: number of
accidents per million miles of travel for street segments and number of accidents per million
entering vehicles for intersections.
Accident rates may vary from year to year due to chance variations in the numbers of accidents.
To assess whether an accident rate is significantly higher than would be expected due to chance,
the "upper control limit" (UCL) is calculated. Accident rates found to exceed this limit are
considered to be caused by street design and traffic operations factors rather than chance variation.
Tables 4 and 5 show the average accident rates for the study intersections and streets, as well as the
average accident rates for similar facilities in the State of California, as published by Caltrans. The
analysis reveals that there are no locations that could be considered to be especially hazardous, and
generally, no further investigation of hazard appears warranted.
Parking
A parking occupancy study was conducted for N. Santa Cruz Avenue, Station Road, and University
Avenue between State Route 9 and Main Street on a hourly basis from 9:00 a.m. to 6:00 p.m. in the
middle of November 1999, before the beginning of the holiday season. Data were collected for
Customer Only parking lots, on -street public parking, and off-street public parking, which
amounted to a total of 1,449 available parking spaces in the downtown Los Gatos area. Figure 10
summarizes the findings from the parking occupancy study.
As evidenced by the results of the study, the peak period for parking in downtown Los Gatos
occurs from 12:00 — 2:00 p.m., when occupancy of on -street public parking exceeds 90% and
occupancy of the Customer Only, on -street public parking, and off-street public parking, combined,
exceeds 70%. During the afternoon peak hour of traffic on the study area roadways, the occupancy
of on -street public parking is about 85% and Customer Only, on -street public parking, and off-
street public parking, combined, is about 58%. The relatively high occupancy of on -street public
parking was taken into account in the traffic model by including the estimated number of parking
maneuvers along specific segments of N. Santa Cruz and University Avenues.
Pedestrian Crossing
The average traffic volume during the afternoon peak hour on N. Santa Cruz Avenue between State
Route 9 and Main Street, where the majority of pedestrian crossings occur, is about 1,000 vehicles
per hour. The average crosswalk width is 34 feet, which requires a crossing time of about 8.5
seconds at a walking speed of 4 feet per second. At this traffic volume and crossing time, it is
estimated that there would be one safe crossing gap of 8.5 seconds every two minutes. Although
no significant pedestrian -related accidents have been noted in the review of the accident history
along N. Santa Cruz Avenue, the Town's efforts to create shorter crosswalks by providing bulb -
outs at crosswalk locations has probably enhanced pedestrian safety in the downtown area.
Table 4: Summary of Accident Analysis - Intersections
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Table 5: Summary of Accident Analysis - Street Segments
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Figure 10: Summary of Parking Occupancy Study
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Mr. Scott D. Alman, Jam, 26, 2000, Pg. 20
n
IMPROVEMENT ALTERNATIVES
A number of alternatives have been identified for the primary purpose of improving vehicular and
pedestrian safety and circulation in the downtown area by discouraging the use of downtown
streets as a bypass for State Route 17. The alternatives, in order of severity of anticipated impacts
on existing circulation patterns, are:
• install all -way stop control at the intersection of N. Santa Cruz Avenue and Bachman Avenue;
• implement ramp metering at the N. Santa Cruz Avenue on -ramp to State Route 17; and,
• close the N. Santa Cruz Avenue on -ramp to State Route 17.
Each of the alternatives are directed toward decreasing the traffic volume on N. Santa Cruz
Avenue, and as such, is expected to result in fewer accidents and more adequate gaps for pedestrian
crossing. However, each of the alternatives will also reroute significant traffic onto State Route 17
via the State Route 9 on -ramps, which will effectively move the afternoon peak period bottleneck
from the N. Santa Cruz Avenue on -ramp to the State Route 9 on -ramp, potentially causing queues
to extend northward into the City of Campbell, where they do not now exist.
Methodology
The methodology used to determine the impacts of each alternative involved determining the
magnitude of traffic that would be rerouted as a result of the additional delay imposed by the
proposed improvements. The magnitude of rerouted traffic was estimated by progressively
displacing traffic in increments of 20% from the route that they currently use onto an alternative
route to State Route 17, and then calculating and comparing the total trip time along both routes.
The precise magnitude of rerouted traffic is then the percentage that results in approximately
equivalent trip times along the current and alternative routes.
Install All -Way Stop at N. Santa Cruz Avenue/Bachman Avenue
The installation of an all -way stop at the intersection of N. Santa Cruz Avenue and Bachman
Avenue would increase the delay along N. Santa Cruz Avenue, thereby making the roadway a less
desirable bypass route for State Route 17. However, with the installation of any restricting traffic
control device, it is anticipated that traffic will simply shift over to the nearest, less restricted route,
which in this case would be University Avenue. In order to avoid simply shifting the problem
along N. Santa Cruz Avenue onto University Avenue, it is therefore necessary to implement similar
countermeasures that would induce a comparable amount of delay on University Avenue. The
recommended countermeasures that would achieve this desired effect is the installation of all -way
stop control along the intersections of University Avenue with Bachman Avenue and Royce Street,
and setting the signal timing at the intersection of University Avenue and Main Street to provide at
most 30 seconds of green time for the southbound approach.
The implementation of the above improvements is anticipated to result in a decrease of
approximately 30% of the cut -through traffic from State Route 9, N. Santa Cruz Avenue, and
University Avenue, for a total of about 100 less vehicles during the peak hour using downtown Los
Gatos streets. The resulting trip times along N. Santa Cruz Avenue and University Avenue are
expected to increase by about 2 minutes. The intersection levels of service under the all -way stop
alternative are shown in Table 6. The number of safe pedestrian crossing gaps for N. Santa Cruz
Avenue is expected to increase to one every 1 %2 minutes under this alternative.
Mr. Scott D. Alman, Jan" ry 26, 2000, Pg. 21
Table 6: Peak Hour Intersection Levels of Service — All -Way Stop Alternative
SIGNALIZED INTERSECTIONS
ID Intersection
Optimized Signal Timing All -Way Stop Altemative
Delay, Delay,
sec/veh LOS sec/veh LOS
1 N. Santa Cruz Av/SR 9 25 C 25 C
2 N. Santa Cruz Av/ Main St 20 C 16 C
3 University Av/SR 9 33 D 32 D
4 University AvlMain St 9 B 26 D
5 Los Gatos BI/SR 9 17 C 17 C
UNSIGNALIZED INTERSECTIONS
ID Intersection
Optimized Signal Timing All -Way Stop Alternative
Delay,
sec/veh
LOS
Delay,
sec/veh
LOS
6 SR 9/Massol Av
WB Left 13 B 13 B
NB Approach 26 D 26 D
7 N. Santa Cruz Av/Bachman Av
Two -Way Stop
NB Left 9 A
SB Left 8 A
WB Approach 21 C
EB Approach 58 F
All -Way Stop 64 F
8 N. Santa Cruz Av/Broadway
NB Left 9 A 9 A
WB Approach 17 C 15 B
EB Approach 24 C 20 C
9 Los Gatos BI/Loma Alta 51 F 51 F
10 Los Gatos BI/Pleasant St/Jackson St 29 D 29 D
* University Av/Bachman Av 27 D
* University Av/Royce St 20 0
Note: LOS = Level of Service
Mr. Scott D. Alman, Jan"3ry 26, 2000, Pg. 22
Implement Ramp Metering at the N. Santa Cruz Avenue On -Ramp to State Route 17
The implementation of ramp metering at the N. Santa Cruz Avenue on -ramp to State Route 17 at a
metering rate of approximately 250 vehicles per hour, the lowest metering rate that Caltrans allows,
is anticipated to result in a decrease of approximately 65% of the cut -through traffic from State
Route 9, N. Santa Cruz Avenue, University Avenue, and Los Gatos Boulevard, for a total of about
300 less vehicles during the peak hour using downtown Los Gatos streets. The resulting trip times
along N. Santa Cruz Avenue, University Avenue, and Los Gatos Boulevard are expected to
increase by about 4 to 5 minutes. The intersection levels of service under the ramp metering
alternative are shown in Table 7. The number of safe crossing pedestrian crossing gaps for N.
Santa Cruz Avenue is expected to increase to 1.8 per minute under this alternative.
Close the N. Santa Cruz Avenue On -Ramp to State Route 17
The closure of the N. Santa Cruz Avenue on -ramp to State Route 17 will completely eliminate all
cut -through traffic from State Route 9, N. Santa Cruz Avenue, University Avenue, and Los Gatos
Boulevard, for a total of about 460 less vehicles during the peak hour using downtown Los Gatos
streets. The intersection levels of service under the ramp closure alternative are shown in Table 8.
The number of safe crossing pedestrian crossing gaps for N. Santa Cruz Avenue is expected to
increase to 2.6 per minute under this alternative.
A summary of the intersection levels of service under each improvement alternative is provided in
Table 9.
Mr. Scott D. Alman, Jani' ry 26, 2000, Pg. 23
Table 7: Peak Hour Intersection Levels of Service — Ramp Meter Alternative
SIGNALIZED INTERSECTIONS
ID Intersection
Optimized Signal Timing Ramp Meter Alternative
Delay,
sec/veh
LOS
Delay,
sec/veh
LOS
1 N. Santa Cruz Av/SR 9 25 C 26 D
2 N. Santa Cruz Av/ Main St 20 C 13 B
3 University Av/SR 9 33 D 33 D
4 University Av/Main St 9 B 8 B
5 Los Gatos BI/SR 9 17 C 15 C
UNSIGNALIZED INTERSECTIONS
ID Intersection
Optimized Signal Timing Ramp Meter Alternative
Delay, LOS Delay, LOS
sec/veh sec/veh
6 SR 9/Massol Av
WB Left 13 B 13 B
NB Approach 26 D 26 D
7 N. Santa Cruz Av/Bachman Av
Two -Way Stop
NB Left 9 A
SB Left 8 A
WB Approach 21 C
EB Approach 58 F
8 N. Santa Cruz Av/Broadway
NB Left
WB Approach
EB Approach
9 Los Gatos BI/Loma Alta
10 Los Gatos Bl/Pleasant St/Jackson St
9
17
24
51
29
A
C
C
F
9 A
8 A
17 C
36 E
8 A
13 B
15 C
33 D
23 C
Note: LOS = Level of Service
Mr. Scott D. Alman, January 26, 2000, Pg. 24
Table 8: Peak Hour Intersection Levels of Service — Ramp Closure Alternative
SIGNALIZED INTERSECTIONS
ID Intersection
Optimized Signal Timing Ramp Closure Alternative
Delay,
sec/veh
LOS
Delay,
sec/veh
LOS
1 N. Santa Cruz Av/SR 9 25 C 29 D
2 N. Santa Cruz Av/ Main St 20 C 13 B
3 University Av/SR 9 33 D 38 D
4 University Av/Main St 9 B 9 B
5 Los Gatos BIISR 9 17 C 15 C
UNSIGNALIZED INTERSECTIONS
ID ' Intersection
Optimized Signal Timing Ramp Closure Alternative
Delay, LOS Delay, LOS
sec/veh sec/veh
6 SR 9IMassol Av
WB Left 13 B 13 B
NB Approach 26 D 27 D
7 N. Santa Cruz Av/Bachman Av
Two -Way Stop
NB Left 9 A 8 A
SB Left 8 A 8 A
WB Approach 21 C 15 C
EB Approach 58 F 30 D
8 N. Santa Cruz AvlBroadway
NB Left 9 A 7 A
WB Approach 17 C 11 B
EB Approach 24 C 11 B
9 Los Gatos BI/Loma Alta 51 F 35 D
10 Los Gatos BI/Pleasant St/Jackson St 29 D 22 C
Note: LOS = Level of Service
INTERSECTIONS
Mr. Scott D. Alman, January 26, 2000, Pg. 25
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Mr. Scott D. Alman, J' iary 26, 2000, Pg. 26
Special Study: Evaluation of All -Way Stop at E. Main Street and College Avenue
Traffic counts were conducted at this intersection to assess whether all -way stop control is
warranted under Caltrans guidelines. These guidelines include a consideration of minimum
entering volumes over eight hours a day, minimum entering volumes from the minor street, and the
number of preventable accidents per year should all -way stop control be installed.
The minimum number of entering vehicles per hour should exceed 500 for any eight hours; the
intersection meets this criterion. However, the second criterion requires at least 200 "units" per
hour entering from the minor street where units mean vehicles plus pedestrians. The maximum
entering volume per hour from College Avenue is less than 100, so this part of the warrant is less
than 50% met. The final criterion, preventable accidents, requires at least five accidents per year.
This intersection averaged only 1.7 accidents/year prior to the installation of all -way stops, so this
criterion is only 35% met. A review of these accidents, however, reveals that in all except one,
vehicles were stopped on Main Street, most likely for crossing pedestrians. There is insufficient
detail in the summary accident data to assess this, but stopping for pedestrians is the most likely
cause of vehicles stopping at the intersection prior to the installation of stop signs (and being rear -
ended by following cars or bikes).
Field checks were made during the busy morning commute hours to assess the contribution of the
new all -way stop control to congestion on Main Street. From 7:30 a.m. to 7:40 a.m. the hourly
flow rate for eastbound Main Street reached 700/hour while the westbound flows were only
350/hour. Traffic backed to University Avenue during this time. By 7:41 a.m. traffic had backed
all the way to Santa Cruz Avenue and around the corner south of Main Street for northbound Santa
Cruz Avenue. By 7:45 a.m., however, the backup had completely cleared. During the maximum
backup frustrated drivers tended to roll through the stop sign. Between, 1% and 2% of all
eastbound drivers rolled through from 5 to 10 mph, generally because the second and third car in
line just followed the leading car through the intersection. During this time these drivers also
violated pedestrians' right of way.
At 7:45 a.m. westbound traffic became the heavy flow and backups of over 500 feet to the east
formed. By 7:55 a.m., however, this westbound queue had cleared entirely. Generally, the
excessive congestion caused by the new all -way stop control affects traffic for less than 30 minutes
in the morning commute. We did not observe similar backups in the afternoon and evening peak
hours.
Main Street in this area is called upon the perform many functions including uses as a parking lot,
and as access to recreation, shopping and eating along with the typical functions of an arterial street
(e.g., moving large volumes of through traffic). Because Main Street cannot perform all functions
well, there are necessary compromises to the operation and functioning of the street.
The intersection serves a significant number of pedestrians, with about 50 per hour crossing the
street during during the day. The sharp horizontal curve just to the west results in inadequate sight
distance for pedestrians crossing from the north curb to the south curb. This has likely caused
many cars to stop unexpectedly, and could "explain" the typical accident at this intersection. Our
interpretation is that pedestrians are especially at hazard at this location, and stop control is needed
for Main Street to offset the inadequate sight distance to the west. The very high peaking of
volumes during the morning commute as well as the relatively high volumes during the day all but
eliminates any safe crossing gap for pedestrians as well.
Mr. Scott D. Alman, Ja' ry 26, 2000, Pg. 27
The overriding need at this location is to reduce or eliminate the sight distance problem for
crossing pedestrians. The speed of traffic may also be a concern, but because of the sharp
horizontal curve, speeds prior to the installation of the all -way stop could not have been too
excessive.
There are three possible solutions to the sight distance problem for pedestrians ranging from a
small to quite large cost. The small cost solution is to retain the present all -way stop control even
though the stop signs do not meet warrants. There are safety benefits for pedestrians at the expense
of unnecessary stops for up to 98% of all traffic entering the intersection. A secondary benefit
from the all -way stop is the slowing of traffic in the vicinity of College Avenue, but this may be
offset by the additional pollution resulting from stopping all vehicles at the intersection.
The second alternative would be the installation of a pedestrian signal that only stops traffic on
Main Street when a pedestrian actuates the signal. This would solve the pedestrian safety problem
and all but eliminate the issue of congestion and additional air pollution created by unnecessarily
stopping cars at the present all -way stop. A pedestrian signal could be installed at minimal cost,
and could be designed in such a way to fit in with the appearance of the signal at University
Avenue and Main Street to the west. The location does not meet pedestrian signal warrants, but the
sight distance problem is sufficiently serious so that the pedestrian signal could be justified on this
basis. We do not consider restricting pedestrian crossings at this location to be a reasonable
response to the issue of pedestrian safety.
The third alternative would be the installation of a full traffic signal at this location. A traffic
signal is not warranted, however, under any of the accepted warrants published by Caltrans.
Because a full traffic signal would be considerably more expensive than a pedestrian signal, this is
not as desirable a solution.
The all -way stop solution represents an interim solution at best, and we recommend the installation
of a pedestrian traffic signal at this location when funds permit. Regardless of the lack of warrants
for an all -way stop, our recommendation is to retain the all -way stop control for the time being.
The short period of congestion in the morning commute is more than offset by the increased safety
for pedestrians at this location.
Mr. Scott D. Alman, Jane' " 26, 2000, Pg. 28
CAPITAL IMPROVEMENT PROGRAM PROJECTS
The Town Council has requested the independent review of three Capital Improvement Program
projects in the downtown area to determine their impacts on traffic operations and pedestrian
circulation. The three projects are:
▪ the Town Plaza street improvements;
• N. Santa Cruz Avenue/Bachman Avenue intersection improvements; and,
• Grays Lane improvements.
The conceptual design for each improvement was developed by landscape architect, Paul
Rodrigues, and approved by the Town Council. Alternative conceptual designs have been
developed by the Town's Engineering staff to enhance the original concept and use the projects as
opportunities to further improve circulation and mitigate sub -standard designs. The following
presents a qualitative assessment of alternative improvements from a traffic engineering
perspective.
Town Plaza Street Improvements
Figures 11, 12, and 13 depict Santa Cruz Avenue between Main Street and Broadway in its existing
configuration, under the architect's concept, and under the engineer's concept, respectively. The
proposed improvement itself, irrespective of the architect's or the engineer's concept, removes one
traffic lane on the northbound side, reducing the available storage for northbound right turns from
the existing 250 feet (the length of the block) to about 160 feet at best, or 80 feet at worst. The
elimination of one lane of traffic would likely cause queues to form past Broadway and the level of
service (LOS) for the northbound approach would likely deteriorate from the existing LOS D to
LOS E.
In terms of traffic operations, the engineer's design is recommended over the architect's design for
the following reasons:
• it provides for shorter crosswalks at both intersections of Santa Cruz Avenue with Main Street
and Broadway, which would enhance both pedestrian safety and traffic signal efficiency;
• it takes away less capacity at the intersection of Santa Cruz Avenue with Main Street by
changing the requirement for northbound right turns from a full stop on red with a yield, and by
allowing for greater storage for northbound right turns by moving the bus stop further south;
• it adds capacity at the intersection of Santa Cruz Avenue and Broadway by striping an
additional lane on the westbound approach; and,
• it promotes traffic safety by eliminating the centerline offset.
The only disadvantage associated with the engineer's design is that it eliminates two parking
spaces on the east side of Santa Cruz Avenue, but the trade-off is the provision of additional right -
turn lane storage.
LEGEND
FACE BACK CF
CURS. CUTTER
DRIVEWAY RASP
KAWICAP RAMP
PAR<NG BALL
NO SCALE
BROADWAY
1 +
W. MAIN STREET
EXISTING
CONFIGURATION
LEGEND
FACESACX OF
CURS, GUTTER TO
BE RD.COVED
DOSTTXS OR
PROPOSED FACE
RAC% OF CURS,
GUTTER
DR, SWAY RAMP
FLAW CAP RW.W
PAJDCP G STALL
TEES
STREET IMPROVEMENTS IN THIS
AREA ARE CURRENTLY IN THE
DESIGN PROCESS BY
CONSULTANTS WORKING FOR
THE TOLL HOUSE HOTEL THE
PRELIMINARY DESIGN IS SHOWN
ALONG WITH THE EXISTING
STRIPING.
BROADWAY
STREET IMPROVEMENTS IN THIS
AREA ARE CURRENTLY IN 111E
DESIGN PROCESS BY
CONSULTANTS WORKING FOR
THE TOLL HOUSE HOTEL. THE
PRELIMINARY DESIGN IS SHOWN
ALONG WITH THE EXISTING
STRIPING.
Mr. Scott D. Alman, Jar ,ry 26, 2000, Pg. 32
N. Santa Cruz Avenue/Bachman Avenue Intersection Improvements
Figures 14 through 18 depict the intersection of N. Santa Cruz Avenue with Bachman Avenue in its
existing configuration, under the architect's concept, and under the engineer's three alternative
concepts. The purpose of the proposed improvement is to mitigate the motorist confusion that
occurs at the intersection as a result of the offset between the east and west legs. Both the
landscape architect's and the engineer's designs result in better alignment of the east and west legs,
as well as shorter crosswalks that would enhance pedestrian safety.
The architect's design results in the following disadvantages:
• it reduces the capacity of the westbound leg by eliminating one approach lane;
• it maintains the location of the crosswalk on the north leg of the intersection beyond
immediate visibility to westbound right -turning traffic;
• the bus stop at the southwest corner of the intersection is moved into the southbound traffic
lane, which will cause blockage, where it does not now exist; and,
• the proposed delineation for the westbound approach lane still results in some overlap with the
delineation for the eastbound approach.
Of the three designs proposed by the engineer, the preferred alternative is design #1, which will
provide additional capacity at all legs of the intersection, move the crosswalk on the north leg
further south where it would be immediately visible to westbound right -turning traffic, and keep
the bus stop at a location where it will not impede southbound traffic. A minor modification to this
alternative, which would result in the more standard intersection layout of aligned opposing left
turn pockets, is shown in Figure 19. The proposed modification should not cause significant
deterioration in the level of service for the westbound right turns due to the minor volume of the
westbound through movement.
Grays Lane Improvements
Figures 20 through 23 depict the intersection of Grays Lane and N. Santa Cruz Avenue in its
existing configuration, under the architect's concept, and under the engineer's two alternative
concepts. The proposed improvements consist of converting Grays Lane to a one-way street in the
westbound direction and providing bulbouts on N. Santa Cruz Avenue at its intersection with Grays
Lane to create shorter crosswalks.
Although there is not a significant volume of traffic on Grays Lane, its designation as a one-way
street would be disruptive to the existing circulation patterns, thereby potentially causing motorist
confusion at least within the first few months of the implementation of the restriction, and will
make access to the large parking lot between N. Santa Cruz Avenue and Station Way circuitous.
In terms of the alternatives, the preferred alternative is the engineer's design alternative #2, which
will provide shorter crosswalks for N. Santa Cruz Avenue and six additional parking spaces along
Grays Lane, including a parking space for disabled people that would be in compliance with the
Americans with Disabilities Act.
LEGEND
FACE /BACK OF
CURB, GUTTER
DRIVEWAY RAMP
V HANDICAP RAMP
}
PARKING STALL
TEES
N. SANTA
CRUZ AVE.
z
0
SANTA CRUZ / BACHMAN
INTERSECTION
EXISTING
CONFIGURATION
rel4 xxae
FIGURE 14
LEGEND
1
1•
FACEJBALt( OF
CURB, GUTTER TO
BE REMOVED
EXISTING OR
PROPOSED FACE
(BACK OF CURB,
GUTTER
DRIVEWAY RAMP
HANDICAP RAMP
PARKING STALL
TEES
N.SANTA
CRUZ AVE.
teif
SANTA CRUZ / BACHMAN
INTERSECTION
LANDSCAPE
ARCHITECT'S DESIGN
.1., fc rrcu
FIGURE 15
LEGEND
FACE/BACK OF
CURB, GUTTER TO
BE REMOVED
EXISTING OR
PROPOSED FACE
BACK OF CURB,
GUTTER
EXISTING OR
PROPOSED
DRIVEWAY RAMP
EXISTING
DRIVEWAY RAMP
TO BE RELOCATED
PARKING STALL
TEES
N. SANTA
CRUZAVE. ei
41,
SANTA CRUZ / BACHMAN
INTERSECTION
ENGINEER'S
DESIGN #1
whin 1.4.1.134.1]C 4ax
FIGURE 15
LEGEND
FACE/BACK OF
CURB. GUTTER TO
BE REMOVED ii
PROPOSE DR `
PROPOSED FACE -• . J\'
BACK OF CURB.
GUTTER
1 ' EXISTING OR
PROPOSED
DRIVEWAY RAMP �%'
EXISTING �^'`
DRIVEWAY RAMP �. �J`
TO BE RELOCATED
HANDICAP RAMP
PARKING STALL
TEES v( \
Q
co _
N. SANTA
CRUZ AVE. dri
SANTA CRUZ / BACHMAN
INTERSECTION
ENGINEER'S
DESIGN #2
LEGEND
FACE/BACK OF
CURB, GUTTER TO
BE REMOVED
EXISTING OR
PROPOSFO FACE
/BACK OF CURB,
GUTTER
EXISTING OR
PROPOSED
DRIVEWAY RAMP
EXISTING
DRIVEWAY RAMP
TO BE RELOCATED
PARKING STALL
TEES
N. SANTA
CRUZ AVE. te'/-‘11
SANTA CRUZ / BACHMAN
INTERSECTION
ENGINEER'S
DESIGN #3
FIGURE 18
LEGEND
FACE/BACK OF
CURB. GUTTER TO
BE REMOVED
EXISTING OR
PROPOSED FACE
/BACK OF CURB,
GUTTER
EXISTING OR
PROPOSED
DRIVEWAY RAMP
EXISTING
DRIVEWAY RAMP
TO BE RFIOCATED
PARKING STALL
TEES
N. SANTA
CRUZ AVE.
_.
•sc
-.
'c
u
\c
SANTA CRUZ / BACHMAN
INTERSECTION
Mmi-F;g1ENGINEER`S
DESIGN #1
4)..n au.a M ..a u
FIGURE 19
LEGE
FACE/BACK OF CURB AND
GUTTER
DRIVEWAY RAMP
HANDICAP RAMP
PARKING STALL TEES
TREES
t 1 1 1
N. SANTA CRUZ AVE.
GRAYS LANE
EXISTING
CONFIGURATION
Ptv
FIGURE Zo
LEGE D
FACE/BACK OF CURB AND
GUTTER TO BE REMOVED
EXISTING OR PROPOSED FACET
BACK OF CURB AND GUTTER
DRIVEWAY RAMP
HANDICAP RAMP
PARKING STALL TEES
1
Landscape architect's
design does not show
details of transition to
existing curb
N. SANTA CRUZ AVE.
GRAYS LANE
LANDSCAPE
ARCHITECT'S DESIGN'FIGURE 2c
LEG JD
k
FACEIBACK OF CURB AND
GUTTER TO BE REMOVED
EXISTING OR PROPOSED FACE/
BACK OF CURB AND GUI I tR
EXISTING DRIVEWAY RAMP
EXISTING OR PROPOSED
HANDICAP RAMP
PARKING STALL TEES
! 1 !
N. SANTA C
UZ AVE.
GRAYS LANE
ENGINEER'S
DESIGN #1
MtuGan .NG
FIGURE E2
LEG,' ID
FACE/BACK OF CURB AND
GUTTER TO BE REMOVED
EXISTING OR PROPOSED FACE!
BACK OF CURB AND GUTTER
EXISTING DRIVEWAY RAMP
EXISTING OR PROPOSED
HANDICAP RAMP
PARKING STALL TEES
NEW TREES AND PLANTERS
N. SANTA CRUZ AVE.
GRAYS LANE
ENGINEER'S
DESIGN #2
FIGURE 23
Mr. Scott D. Alman, Jan"—y 26, 2000, Pg. 43
RECOMMENDATIONS
Based on the findings and conclusions from the study of traffic operations in downtown Los Gatos,
the Town Traffic Engineer has the following recommendations:
▪ To reduce cut -through traffic in downtown streets, implement ramp metering at the N. Santa
Cruz Avenue on -ramp to State Route 17 at a metering rate of 250 vehicles per hour. The ramp
metering option is an appropriate solution that would induce enough delay to reroute a
significant amount of traffic without causing severe disruption to freeway access for residents
and employees in the Town of Los Gatos.
▪ Coordinate the traffic signals at the intersections of State Route 9 with N. Santa Cruz Avenue
and University Avenue in order to reduce travel time and make this a more attractive route to
State Route 17.
▪ Retain the all -way stop control at the intersection of College Avenue and Main Street until
such time as funds become available for the design and construction of a pedestrian signal at
that location. The pedestrian signal would be the best solution at this location since it will
enhance pedestrian safety without causing undue delay to through vehicles on Main Street.
▪ Implement the engineer's design for the Town Plaza Street Improvements.
▪ Implement the engineer's design #1 for the N. Santa Cruz Avenue/Bachman Avenue
Intersection Improvements with minor modifications as illustrated in Figure 19.
▪ Implement the engineer's design #2 for the Grays Lane Improvements.
The supporting technical documentation for the data and analysis presented in this study is
provided under separate cover. If you have any questions or comments regarding this study, please
do not hesitate to contact me at 925.463.0611.
Town Council Minutes February 7, 2000
• Redevelopment Agency Los Gatos, California
LOS GATOS DOWNTOWN TRAFFIC OPERATIONS/GARY KRUGER/TJKM (21.40)
Town Traffic Engineer, Gary Kruger with TJKM Transportation Consultants made a detailed
presentation to Council concerning traffic in the downtown and the existing street alignment problems.
Motion by Mr. Attaway, seconded by Mr. Pirzynski, A) that Council implement ramp metering to
250 vehicles per hour at the Highway 17 and State Route 9 , and enter into negotiations with TJKM to
move this action through CalTrans; B) that Council modify traffic signals at Los Gatos -Saratoga Road
with University Avenue and North Santa Cruz Avenue to make the highway entrance more attractive.
Carried unanimously. (Item C concerning all -way stop at East Main and College would remain as is.
Item D concerning Town Plaza design will be considered under Item 22 on this agenda..)
DOWNTOWN BEAUTIFICATION PLAN/DESIGN OPTIONS (22.40)
Mayor Blanton announced that this was the time and place so noticed to consider the designs for
improvements along Santa Cruz Avenue at Bachman Avenue, Grays Lane and Main Street; and approve
the final design concepts for Bachman Avenue (Engineer's Design #1 - Figure 3); Grays Lane
(Engineer's Design #1 - Figure 8); West Main Street at Plaza Park (Engineer's Design #1 - Figure 12).
Council consensus to continue the Bachman -Santa Cruz alignment consideration to February 22, 2000
for staff to return with a more thorough landscaping plan for this corner. There will be no pork chops,
and the effects of the bulbs will be considered.
Council consensus to approve Gray's Lane - Engineer's Design #1. A one way street in the westerly
direction, removing two parking spots, having parking on the right, and traffic on the left moving in a
westerly direction.
Motion by Mr. Attaway, seconded by Mr. Hutchins, to approve landscape architect's design - Figure
# 2 - with as much expansion of the park and narrowing of crosswalks as possible, and to have traffic
striping which allows one car at a time to exit the street in front of the post office. Carried by a vote of
4 ayes. Mr. Blanton voted no, noting that the Parks Commission should have an opportunity to review
the proposals first.
Speaker, April Maiten, representing the Parks Commission, requested limiting the buses at the Plaza.
If all buses cannot be eliminated, then at least limit the bus lay over to one bus, and sign the bus stop for
the buses to turn off their motor while they are stopped. She asked that the Parks Commission be
included in the decisions regarding the plans for the Plaza.
ADJOURNMENT
Motion by Mr. Attaway, seconded by Mrs. Lubeck, to adjourn this evening's meeting at 9:43 p.m.
Carried unanimously.
TC:C:VVA4020700
ATTEST:
Marian V. Cosgrove
Town Clerk
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