1. Analysis and Review Traffic Safety Study for D Street by Maud Avenue
April 13, 2018

2. Overview
We have studied the Report and have the following observations:
The study is based on a very small data set, gathered in one day, primarily by sensors, which was then analyzed with confusing criteria and interpreted against seemingly low standards.
We need clarity on the methodology of analysis - The report stated that data was analyzed based on criteria, but the criteria were not defined.
Information on traffic speeds and behaviors varies significantly from our day to day observations.
For example: “The all-way stop-controlled intersection behaves normally with the majority of users coming to a full stop.”
Drivers coming to a full stop are in a distinct minority.

3. Questions
Page 3 - What is the difference between a "minor arterial roadway" (they define D Street as such)  or a "local or minor collector roadway" (referenced on page 5)?  (To be eligible for speed humps a street has to be classified as a "local or minor collector roadway" per page 5, so why is D Street not a "local or collector roadway"?)
"...the majority of users come to a complete stop."  Shouldn't we be protected from all those who DON'T stop??  It is a point of fact that the majority of drivers do not come to a complete stop. What sensors picked up this information?) Apparently that could be quite a number if the best they can say is that a majority stops.  A majority can be 50% plus 1.  Further, in the PM "At times the all way stop-controls were treated like "yield" controls as vehicles failed to stop and instead 'rolled through' the stop signs..."
San Felipe Park, Sulphur Creek Nature Center, Fairview Elementary School and the Class III bike route are said to "encourage pedestrian and cyclist activity" but on Page 5 they say "...another sidewalk is not recommended due to the low number of pedestrians walking along D Street."  An obvious contradiction.  Plus we should note that just maybe there would be more pedestrians and bike users if there were crosswalks provided for them to cross. Also they keep alluding to "a" crosswalk.  We need two or three more, not one. 
Page 4 - What is a "required stopping sight distance"? Is it the same for daylight as night time?
Page 5 - Public Works is encouraging jaywalking (illegal) by saying that gaps in traffic flow provide "ample opportunity for pedestrians to cross D Street ...at the most convenient location for the pedestrian."  We need examples to illustrate Warrant analysis methodology, and a reason why only Warrant 3 was used.  

4. Questions - continued
Page 6 - Traffic Volume stats are offered as a reason why we can't have speed humps (too many cars) but on Page 8 it is stated that the Traffic Volume stats prohibit Traffic Calming measures.  How did the conversation jump from speed humps to ALL Traffic Calming measures Including cross walks, bulb outs, etc.?
Page 7 - What is Pace Speed and how does it relate to the 85th Percentile Speed?
Page 8 - We'd be eligible for traffic calming measures if the 85th Percentile were 40 mph.  But the 85th Percentile is 39 mph in one direction, and 38 mph in the other.
Isn't this close enough especially considering that over a third are traveling at speeds greater than 35 mph (36 mph and above)?
Traffic study resources have official criterion set so low as to render quality of life issues as being unimportant.  We saw that with Marc Crawford's EIR report which said that all those added cars would not have a noticeable impact.  
Of the five collisions along D Street, two were sideswipes.  How does  sideswipe differ from collisions with parked vehicles? Were there 9 total crashes as written or were there 10 total crashes as shown in the chart?
What is HCM?
What is the difference between horizontal and vertical curves?

5. School Zone Speeds and Sharp Curves
Description of Maud Ave and D at intersection
The posted speed is 30 mph
Study does not mention school zone 25 mph. While children are present, the 30 mph is illegally fast.
There are 2 very sharp curves on Fairview Ave. that require reduced speeds to be safe – these were not considered in the study

6. School Zone – up to 1000’ from school

7. Pedestrian activity and safety
 The installation of another crosswalk (on D by San Felipe Park) is not currently recommended due of the low number of pedestrians walking along D Street, the ample available stopping sight distances and the number of vehicles using D Street being low enough that are frequent gaps between vehicles providing ample opportunity for pedestrians to safely cross D Street without a crosswalk, and at the most convenient location for the pedestrian.
Pedestrians do not feel safe – so fewer pedestrians. The most convenient location, and safest, would be a crosswalk.
What are the metrics for determining ”frequent gaps”, “ample opportunity”, ”ample stopping sight”, etc. Is pedestrian mobility a factor? Are we generalizing an elderly man, or a 25 year runner, an adult with a stroller and children?
“Stopping sight” would vary at times of low visibility from full daylight.

8. Raw Data and Evaluation Methodology
The Level of Service (LOS) analysis was conducted using the Synchro analysis software. LOS is defined as a quality measure describing operating conditions within a traffic stream. It is generally described in service measures such as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. The LOS evaluation indicates the degree of congestion that occurs during peak travel periods and is the principal measure of roadway and intersection performance. Level of Service can range from “A” representing free-flow conditions, to “F” representing extremely long delays. LOS B and C signify stable conditions with acceptable delays. LOS D is typically considered acceptable for peak hour operation in urban areas. LOS E is approaching capacity and LOS F represents conditions at or above capacity.
 24-hour machine traffic count and speed survey were conducted on Wednesday, January 17, 2018 via roadway
tubes. Conducted on the same day were supplemental spot speed surveys conducted by a certified technician in
an unmarked vehicle from 9:45 a.m. to noon to confirm prevailing off-peak period speeds along both segments
of D Street and Fairview Avenue.
Regarding the above, where are the metrics? What constitutes a “long” delay? How do you define free-flow conditions quantitatively? Are these metrics up to date and relevant?
We understand the data was interpreted through the Synchro software, but the criteria were configured for Alameda county and should have been cited.
A 2 hour 45 minute period of observation on a one day effort is not enough sample data to be credible.