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HomeMy WebLinkAbouttecp_030910TRAFFIC ENGINEERING COMMITTEE UKIAH CIVIC CENTER Conference Room No. 3 300 Seminary Avenue Ukiah, California 95482 TUESDAY, March 9, 10 3:00 P.M. 1. CALL TO ORDER: Kageyama, Jordan, Baxter, Seanor, Turner, Taylor, Lampi, and Whitaker 2. APPROVAL OF MINUTES: June 9, 2009 3. AUDIENCE COMMENTS ON NON-AGENDA ITEMS: The Traffic Engineering Committee welcomes input from the audience. In order for everyone to be heard, please limit your comments to three (3) minutes per person and not more than 10 minutes per subject. The Brown Act regulations do not allow action to be taken on non-agenda items. 4. OLD BUSINESS: 5. NEW BUSINESS: a. Discussion and Possible Action Regarding a request for a STOP sign on Standley Street at Oak Street b. Discussion and Possible Action Regarding a request for a STOP sign on Perkins Street at Oak Street c. Discussion and Possible Action Regarding a request for a STOP sign on School Street at Church Street d. Discussion and Possible Action Regarding a request for a STOP sign on School Street at Clay Street e. Discussion and Possible Action Regarding a request for STOP signs on Washington Avenue at Helen Avenue 6. COMMITTEE MEMBER REPORTS: 7. MISCELLANEOUS ITEMS: 8. ADJOURNMENT: Please be advised that the City needs to be notified 72 hours in advance of a meeting if any specific accommodations or interpreter services are needed in order for you to attend. The City complies with ADA requirements and will attempt to reasonably accommodate individuals with disabilities upon request. I hereby certify under penalty of perjury under the laws of the State of California that the foregoing agenda was posted on the bulletin board at the main entrance of the City of Ukiah City Hall, located at 300 Seminary Avenue, Ukiah, California, not less than 72 hours prior to the meeting set forth on this agenda. Dated this 5th day of March, 2010. Amanda Davis, Administrative Secretary TRAFFIC ENGINEERING COMMITTEE MINUTES UKIAH CIVIC CENTER Conference Room No. 3 300 Seminary Avenue Ukiah, California 95482 TUESDAY, June 9, 2009 3:00 P.M. Members Present Steve Turner, Chair Dan Baxter, MTA, Vice-Chair John Lampi, Public Representative Trent Taylor, UPD Rick Seanor, Staff arrived at 3:03:24 PM Ben Kageyama, Staff Jerry Whitaker, Staff Kim Jordan, Staff Members Absent 1. CALL TO ORDER: 3:02: 01 PM Others Present Roley Tibbetts, Haines Tibbetts LLC Kimarie Richardson Staff Present Amanda Davis, Recording Secretary 2. APPROVAL OF MINUTES: /S Kageyama/Baxter it was carried by an all AYE voice vote of the members present to approve the May 12, 2009, minutes as submitted. 3. AUDIENCE COMMENTS ON ~-QN-us,=- FDA ITEMS: The Traffic Engineering Committee welcomes input from the audience. In order for everyone to be heard, please limit your comments to three (3) minutes per person and not more than 10 minutes per subject. The Brown Act regulations do not allow action to be taken on non-agenda items. 4. OLD BUSINESS: 5. NEW BUSINESS: 3:03:11 PM a. Discussion and Possible Action Regarding Parking request-Main Street south of Mill Street Member Seanor presented the item. Recommended action: 1) Recommend approval of the request to reestablish on-street parking and refer to City Council for formal action. 2) Recommend establishing a 2-hour parking limit for both sides of Main Street south of Mill Street. 3) Refer to staff for further analysis. Public speaking to the item: Roley Tibbetts with Haines Tibbetts LLC spoke to the item and is concerned with the parking situation and the lack of parking spaces available for customers. MIS Whitaker/Baxter to recommend approval to reestablish on-street parking by removing the red curb, putting in a height limit on parking and refer to City Council for TEC 6/09/09 Page 1 of 2 formal action. Motion carried by a voice vote of the members present. NOES: Member Kageyama and Member Jordan. b. Discussion and Possible Action Regarding elimination of the Traffic Engineering Committee3:36:41 PM Member Seanor presented the item. City Council is considering eliminating various Committees and Commissions. Member Seanor requested feedback from the Committee regarding the possible elimination of the Traffic Engineering Committee. The overall thoughts of the committee members is that this committee is very efficient in its actions; staff time is saved by having a review process by the committee; public concerns are listened _to'and decisions are made; meetings are kept fairly short; meetings do not occur every month; and there are a variety of members, each with an area of expertise which is a benefit to the committee and to the public. One suggestion is to hold the meetings quarterly rather than monthly and another suggestion is that the packet be less thorough to save staff time. Member Seanor will draft an Agenda Summary Report regarding this item and will bring it to the next Committee meeting for review and discussion. With approval by the Committee, it will then be taken to City Council. 6. COMMITTEE MEMBER REPORTS: 7. MISCELLANEOUS ITEMS: k, 8. ADJOURNMENT: 4:00:25 PM There being no further business, the meeting was adjourned at 4:00 p.m. Amanda Davis, Recording Secretary TEC 6/09/09 Page 2 of 2 MEIVCLZANDMV~ DATE: March 9, 2010 TO: Traffic Engineering Committee FRO : Rick Seanor, Deputy Director of Public Works ' I SUBJECT: STOP sign request - Standley Street at Oak Street Agenda Item 5a. REQUEST: Tim Eriksen, Director of Public Works/City Engineer requested staff to evaluate posting a STOP sign on Standley Street at Oak Street. BACKGROUND: Attachment "A" is a photomap of the intersection. Attachment "B" is an excerpt on STOP signs from the Manual of Uniform Traffic Control Devices (MUTCD) and the California Supplement to the MUTCD. Attachment "C" is Ukiah City Code section 7061 which authorizes the city traffic engineer to post STOP signs. DISCUSSIO : At the subject intersection there are existing STOP signs posted for northbound and southbound traffic on Oak Street. Standley Street at this location is one-way for eastbound traffic with parking permitted along the south side of the street. During the period (January 1, 2005 - June 30, 2007) there was one reported collision at this intersection. The Ukiah Post Office is located at the NW corner of this intersection. There is a large volume of pedestrians utilizing this intersection. In addition when vehicles are parked west of the intersection, there is somewhat restricted visibility for northbound drivers. The Post Office mail drop boxes are located on the north side of Standley Street. Drivers on Oak Street must pay attention to eastbound traffic, vehicles departing the mail drop boxes, and pedestrians at all four corners of the intersection. For these reasons staff recommends posting a STOP sign on Standley Street at its intersection with Oak Street. RECOMMENDATION: Staff is submitting this report for review and discussion by the TEC. Staff has provided the following options for consideration: 1. Recommend posting a STOP sign on Stand ley Street at the intersection with Oak Street. 2. Refer to staff for further analysis. enc. cc: file s Attachment "A to Al, 4 G' d 5 a: 34- 4ai ~ ~ r k d" /dF W. PERKINS ST. 1 inch = 50 feet Photo Date: March 2001 Page 2B-6 V2003 Edition ~!latn~al vli- t~r^,`-rR~L Gvnffr~t pet~rG~ui ` Table 2B Regulatory Sign Sues (Sheet b -i 5) : Sign MUTCD Section Conventional Expressway Freeway Minimum Oversized Code Road Keep Off Median R11-1 213.47 600 x 750 - - - - 24x30 Road Closed R11-2 26.48 1200 x 750 - - - - 48x30 Road Closed - Local R11-3,3a, 213.48 1500 x 750 - - - - Traffic Only 3b,4 60 x 30 Weight Limit . R12-1,2 213.49 600 x 750 900 x 1200 - - 900 x 1200 24 x 30 36 x 48 36 x 48 Weight Limit R12-3 213.49 600 x 900 - - - - 24 x 36 Weight Limit R12-4 213.49 900 x 600 - - - - 36 x 24 Weight Limit R12-5 213.49 600 x 900 900 x 1200 1200 x 1500 - - 24 x 36 36 x 48 48 x 60 Metric Plaque R12-6 213.49 600 x 225 - - - - 24x9 Weigh Station R13-1 2B.50 1800 x 1200 2400 x 1650 3000 x 1100 - - 72 x 48 96 x 66 120 x 84 Truck Route R14-1 213.51 600 x 450 - - - - 24x18 Hazardous Material R14-2,3 28.52 600 x 600 750 x 750 900 x 900 - 1050 x 1050 24 x 24 30 x 30 36 x 36 42 x 42 National Network R14-4,5 213.53 600 x 600 750 x 750 900 x 900 - 1050 x 1050 24 x 24 30 x 30 36 x 36 42 x 42 Railroad Crossbuck R15-1 8B.03 1200 x 225 - - - - 48x9 Look R15-8 88.16 900 x 450 - - - - (36 x 18) Notes: t 1. Larger signs may be used when appropriate. 2. Dimensions are shown in millimeters followed by inches in parentheses and are shown as width x height. Section 2D.05 STOP Sign ADnlica~tions Guidance: STOP signs should be used if engineering judgment indicates that one or more of the following conditions exist: A. Intersection of a less important road with a main road where application of the normal right-of-way rule would not be expected to provide reasonable compliance with the law; B. Street entering a through highway or street; C. Unsignalized intersection in a signalized area; and/or D. High speeds, restricted view, or crash records indicate a need for control by the STOP sign. Standard: Because the potential for conflicting commands could create driver confusion, STOP signs shall not be installed at intersections where traffic control signals are installed and operating except as noted in Section 4D.01. Portable or part-time STOP signs shall not be used except for emergency and temporary traffic control zone purposes. Guidance: STOP signs should not be used for speed control. STOP signs should be installed in a, manner that minimizes the numbers of vehicles having to stop. At intersections where a full stop is not necessary at all times, consideration should be given to using less restrictive measures such as YIELD signs (see Section 213.08). Sect. 2B.05 November 2003 Page 2B-7 2003 Edition ( Dt tIl LGA' 9117 f T ra`t < <-T1YTt -o( J-° G e5~ Once the decision has been made to install two-way stop control, tht aecision regarding the appropriate street to stop should be based on engineering judgment. In most cases, the street carrying the lowest volume of traffic should be stopped. A STOP sign should not be installed on the major street unless justified by a traffic engineering study. Support: The following are considerations that might influence the decision regarding the appropriate street upon which to install a STOP sign where two streets with relatively equal volumes and/or characteristics intersect: A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school walking routes; B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection; and D. Stopping the direction that has the best sight distance to conflicting traffic. The use of the STOP sign at highway-railroad grade crossings is described in Section 8B.08. The use of the STOP sign at highway-light rail transit grade crossings is described in Section 10C.04. Section 28.06 STOP Sign Placement. Standard: The STOP sign shall be installed on the right side of the approach to which it applies. When the STOP sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see Section 2C.29) shall be installed in advance of the STOP sign. The STOP sign shall be located as close as practical to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate. STOP signs and FIELD signs shall not be mounted on the same post. Guidance: Other than a DO NOT ENTER sign, no sign should be mounted back-to-back with a STOP sign in a manner that obscures the shape of the STOP sign. Support: Section 7A.16 contains additional information about separate and combined mounting of other signs with STOP signs.. Guidance: Stop lines, when used to supplement a STOP sign, should be located at the point where the road user should stop (see Section 3B.16). If only one STOP sign is installed on an approach, the STOP sign should not be placed on the far side of the intersection. Where two roads intersect at an acute angle, the STOP sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply. Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the crosswalk line nearest to the approaching traffic. Option: At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, observance of the stop control may be improved by the installation of an additional STOP sign on the left side of the road and/or the use of a stop line. At channelized intersections, the additional STOP sign may be effectively placed on a channelizing island. Support: Figure 2A-2 shows examples of some typical placements of STOP signs. Section 2B.07 Multiway Stop Applications Support: Multiway stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multiway stops include pedestrians, bicyclists, and all road users expecting other road users to stop. Multiway stop control is used where the volume of traffic on the intersecting roads is approximately equal. The restrictions on the use of STOP signs described in Section 2B.05 also apply to multiway stop applications. November 2003 Sect. 2B.05 to 2B:07 Page 2B-8 Z_ OL25 E/&I'04 "4,'0L Kl~ 0+ Vi.ill'_PPr ~i t r re~lfV! 2003 Edition Guidance: The decision to install multiway stop control should be based on an engineering study. The following criteria should be considered in the engineering study for a multiway STOP sign installation: A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left-turn collisions as well as right-angle collisions. C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but 3. If the 85th-percentile approach speed of the major-street traffic exceeds 65 km/h or exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. Option: Other criteria that may be considered in an engineering study include: A. The need to control left-turn conflicts; B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to reasonably safely negotiate the intersection unless conflicting cross traffic is also required to stop; and D. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. Section 2B.08 YJJELD Sign-.(R1-21 Standard: The YIELD (R1-2) sign (see Figure 213-1) shall be a downward-pointing equilateral triangle with a wide red border and the legend YIELD in red on a white background. Support: The YIELD sign assigns right-of-way to traffic on certain approaches to an intersection. Vehicles controlled by a YIELD sign need to slow down or stop when necessary to avoid interfering with conflicting traffic. Section 2B.09 YIELD Sign Applications Option: YIELD signs may be used instead of STOP signs if engineering judgment indicates that one or more of the following conditions exist: A. When the ability to see all potentially conflicting traffic is sufficient to allow a road user traveling at the posted speed, the 85th-percentile speed, or the statutory speed to pass through the intersection or to stop in a reasonably safe manner. B. If controlling a merge-type movement on the entering roadway where acceleration geometry and/or sight distance is not adequate for merging traffic operation. C. The second crossroad of a divided highway, where the median width at the intersection is 9 in (30 ft) or greater. In this case, a STOP sign may be installed at the entrance to the first roadway of a divided highway, and a YIELD sign may be installed at the entrance to the second roadway. D. An intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign. Standard: A YIELD (RI-2) sign shall be used to assign right-of-way at the entrance to a roundabout intersection. Sect. 2B.07 to 2B.08 November 2003 MUTCD 2003 California Sup: ent Page 2B-1 CHAPTER 2B. REGULATORY SIGNS Section 2B.01 Application of Regulatory Signs The following is added to this section: Standard: Orders, ordinances and resolutions by local authorities which affect State highways shall be approved by Department of Transportation. Support: Signs required for enforcement are normally placed by, and at the expense of, the authority establishing the regulation. Section 211.02 Design of Regulatory Signs The following is added to this section: Support: Sign design details are contained in FHWA's "Standard Highway Signs" book and Department of Transportation's "Traffic Sign Specifications".. See Section IA.11 for information regarding these publications. Table 2B-101 shows a list of California Regulatory Signs. Figure 211-101 shows California Regulatory Signs. Section 2B.05 STOP Sign Applications /mot The following is added to this section: J Support: A STOP (R1-1) sign is not a "cure-all" and is not a substitute for other traffic control devices. Often, the need for a STOP (RI-1) sign can be eliminated if the sight distance is increased by removing obstructions. Through Highways Option: STOP (Rl-i) signs may be installed either at or near the entrance to a State highway, except at signalized intersections, or at any location so as to control traffic within an intersection. Refer to CVC 21352 and 21355. See Section lA.l l for information regarding this publication. Support: a When STOP (R1-1) signs or traffic control signals have been erected at all entrances, a highway constitutes a through highway. Refer to CVC 600. Authority to place STOP (Rl-1) signs facing State highway traffic is delegated to the Department of Transportation's District Directors. tt Option: Local authorities may designate any highway under their jurisdiction as a through highway and install i STOP (RI-1) signs in alike manner. Refer to CVC 21354. Standard: No local authority shall erect or maintain any STOP (RI-1) sign or other traffic control device requiring a stop, on any State highway, except by permission of the Department of Transportation. Refer to CVC 21353. Support: The Department of Transportation will grant such permission only when an investigation indicates that the STOP sign will benefit traffic. May 20, 2004 H 7060° AUTHORITY TO INSTALL OFFICIAL TRAFFIC-CONTROL VICES: The city traffic engineer shall have the power and duty to determine the location of and to place and maintain or cause to be placed and maintained official traffic-control devices52(l) when and as required to make effective the provisions of this chapter or when he may deem such official traffic-control devices necessary or proper to regulate traffic or to guide or warn traffic. (Ord. 553, §1, adopted 1963) 7061: AUTHORITY TOERECT CERTAIN OFFICIAL TRAFFIC-CONTROL DEVICES ENUMERATED: The authority herein granted to the city traffic engineer to locate, place and maintain official traffic-control devices includes, but is not necessarily confined to, the authority to locate, place and maintain warning signs to caution drivers of the need for added alertness or reduction in speed, regulatory signs, including speed signs, stop signs, yield signs, traffic signals and alternating signals, to inform motorists of regulations overning movement, guide signs for guidance and directional information and construction signs, which may include warning, regulatory and guide signs. (Ord. 553, §4, adopted 1963) ~\J~~ ~~Fl~ DATE: March 9, 2010 TO: Traffic Engineering Committee FRO : Rick Seanor, Deputy Director of Public Works , SUBJECT: STOP sign request - Perkins Street at Oak Street Agenda Item 5b. REQUEST: Tim Eriksen, Director of Public Works/City Engineer requested staff to evaluate posting a STOP sign on Perkins Street at Oak Street. BACKGROUND: Attachment "A" is a photomap of the intersection. Attachment "B" is an excerpt on STOP signs from the Manual of Uniform Traffic Control Devices (MUTCD) and the California Supplement to the MUTCD. Attachment "C" is Ukiah City Code section 7061 which authorizes the city traffic engineer to post STOP signs. DISCUSSIO : At the subject intersection there are existing STOP signs posted for northbound and southbound traffic on Oak Street. Perkins Street at this location is one-way for westbound traffic with parking permitted along the north side of the street. During the period (January 1, 2001-June 30, 2007) there were five reported collisions at this intersection. This intersection, particularly for the SB Oak Street traffic, has limited visibility. The blue building located at the NE corner of this intersection is constructed with no setback and can obstruct a driver's view. In addition, vehicles parked along the north side of Perkins Street, east of the intersection of Perkins and Oak can further restrict southbound driver's sight distance. Lastly, there is a high volume of pedestrians utilizing this intersection. For these reasons, restricted visibility and high volume of pedestrians, staff recommends posting a STOP sign on Perkins Street at its intersection with Oak Street. RECOMMENDATION: Staff is submitting this report for review and discussion by the TEC. Staff has provided the following options for consideration: 1. Recommend posting a STOP sign on Perkins Street at the intersection with Oak Street. 2. Refer to staff for further analysis. enc. cc: file " tt t " Perkins Street and Oak Street r~ s y 3 l g woo ' ST W. PERKiNS - t ' ~ S° 4e ~ XI may„ ♦ i~ Si~~3~?? r .yvaFo~. 4 1 inch = 50 feet I L r-4 Page 2B-6 r~ -p 2003 Edition AiN1bLLt~ L~r<'li`~~i t f~ i& tc'kl~rrl 77eviz-a U. A Table 2B-1. Regulatory Sign Sizes (Sheet 5 of 5) Sign MUPCD Section Conventional Expressway Freeway Minimum Oversized Code Road Keep Off Median R11-1 28.47 600 x 750 - - - - 24 x 30 Road Closed R11-2 28.48 1200 x 750 - - - - 48x30 Road Closed - Local R11-3,3a, 213.48 1500 x 750 - - - - Traffic Only 3b,4 60 x 30 Weight Limit . R12-1,2 213.49 600 x 750 900 x 1200 - - 900 x 1200 24 x 30 36 x 48 36 x 46 Weight Limit R12-3 26.49 600 x 900 - - - - 24 x 36 Weight Limit R12-4 213.49 900 x 600 - - - - 36 x 24 Weight Limit R12-5 213.49 600 x 900 900 x 1200 1200 x 1500 - - 24 x 36 36 x 48 48 x 60 Metric Plaque R12-6 28.49 600 x 225 - - - - 24x9 Weigh Station R13-1 26.50 1 1800 x 1200 2400 x 1650 3000 x 1100 - - 72x48 96x66 120x84 Truck Route R14-1 213.51 600 x 450 - - - - 24x18 Hazardous Material R14-2,3 213.52 600 x 600 750 x 750 900 x 900 - 1050 x 1050 24x24 30x30 36x36 42x42 National Network R14-4,5 28.53 600 x 600 750 x 750 900 x 900 - 1050 x 1050 24x24 30x30 36x36 42x42 Railroad Crossbuck R15-1 813.03 1200 x 225 - - - - 48x9 Look R15-8 86.16 900 x 450 - - - - (36 x 18) Notes: 4 1. Larger signs may be used when appropriate. 2. Dimensions are shown in millimeters followed by inches in parentheses and are shown as width x height. Section 2B.05 STOP Sian Applications Guidance: STOP signs should be used if engineering judgment indicates that one or more of the following conditions exist: A. Intersection of a less important road with a main road where application of the normal right-of-way rule would not be expected to provide reasonable compliance with the law; B. Street entering a through highway or street; C. Unsignalized intersection in a signalized area; and/or D. High speeds, restricted view, or crash records indicate a need for control by the STOP sign. Standard: Because the potential for conflicting commands could create driver confusion, STOP signs shall not be installed at intersections where traffic control signals are installed and operating except as noted in Section 41).01. Portable or part-time STOP signs shall not be used except for emergency and temporary traffic control zone purposes. Guidance: STOP signs should not be used for speed control. STOP signs should be installed in a manner that minimizes the numbers of vehicles having to stop. At intersections where a full stop is not necessary at all times, consideration should be given to using less restrictive measures such as YIELD signs (see Section 26.08). Sect. 2B.05 November 2003 -IV Page 213-7 2003 Edition !~t't LL~.f r Vp'i l rww 1 rr i C C Once the decision has been made to install two-way stop control, the decision regarding the appropriate street to stop should be based on engineering judgment. In most cases, the street carrying the lowest volume of traffic should be stopped. A STOP sign should not be installed on the major street unless justified by a traffic engineering study. Support: The following are considerations that might influence the decision regarding the appropriate street upon which to install a STOP sign where two streets with relatively equal volumes and/or characteristics intersect: A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school walking routes; B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection; and D. Stopping the direction that has the best sight distance to conflicting traffic. The use of the STOP sign at highway-railroad grade crossings is described in Section 813.08. The use of the STOP sign at highway-light rail transit grade crossings is described in Section 10C.04. Section 2B.06 STOP Sign Placement. Standard: The STOP sign shall be installed on the right side of the approach to which it applies. When the STOP Sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see Section 2C.29) shall be installed in advance of the STOP sign. The STOP sign shall be located as close as practical to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate. STOP signs and YIELD signs shall not be mounted on the same post. Guidance: Other than a DO NOT ENTER sign, no sign should be mounted back-to-back with a STOP sign in a manner that obscures the shape of the STOP sign. Support: Section 2A.16 contains additional information about separate and combined mounting of other signs with STOP signs. Guidance: Stop lines, when used to supplement a STOP sign, should be located at the point where the road user should stop (see Section 313.16). If only one STOP sign is installed on an approach, the STOP sign should not be placed on the far side of the intersection. Where two roads intersect at an acute angle, the STOP sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply. Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the crosswalk line nearest to the approaching traffic. Option: At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, observance of the stop control may be improved by the installation of an additional STOP sign on the left side of the road and/or the use of a stop line. At channelized intersections, the additional STOP sign may be effectively placed on a channelizing island. Support: Figure 2A-2 shows examples of some typical placements of STOP signs. Section 2B.07 Multiway Stop Applications Support: Multiway stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multiway stops include pedestrians, bicyclists, and all road users expecting other road users to stop. Multiway stop control is used where the volume of traffic on the intersecting roads is approximately equal. The restrictions on the use of STOP signs described in Section 213.05 also apply to multiway stop applications. November 2003 Sect. 2B.05 to 2M7 Page 2B-8 qt n t7vi.. (~at' prat. 2003 Edition Z ~p ~oC l l 4 rg~ t r Guidance: The decision to install multiway stop control should be based on an engineering study. The following criteria should be considered in the engineering study for a multiway STOP sign installation: A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left-turn collisions as well as right-angle collisions. C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the Same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but 3. If the 85th-percentile approach speed of the major-street traffic exceeds 65 km/h or exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. Option: Other criteria that may be considered in an engineering study include: A. The need to control left-turn conflicts; B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to reasonably safely negotiate the intersection unless conflicting cross traffic is also required to stop; and D. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. Section 28.08 YEELD Sigg-(RI-2) Standard: The YIELD (RI-2) sign (see Figure 2B-1) shall be a downward-pointing equilateral triangle with a wide red border and the legend YIELD in red on a white background. Support: The YIELD sign assigns right-of-way to traffic on certain approaches to an intersection. Vehicles controlled by a YIELD sign need to slow down or stop when necessary to avoid interfering with conflicting traffic. Section 28.09 YIELD Sign Applications Option: YIELD signs may be used instead of STOP signs if engineering judgment indicates that one or more of the following conditions exist: A. When the ability to see all potentially conflicting traffic is sufficient to allow a road user traveling at the posted speed, the 85th-percentile speed, or the statutory speed to pass through the intersection or to stop in a reasonably safe manner. B. If controlling a merge-type movement on the entering roadway where acceleration geometry and/or sight distance is not adequate for merging traffic operation. C. The second crossroad of a divided highway, where the median width at the intersection is 9 m (30 ft) or greater. In this case, a STOP sign may be installed at the entrance to the first roadway of a divided highway, and a YIELD sign may be installed at the entrance to the second roadway. D. An intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign. Standard: A YIELD (R1-2) sign shall be used to assign right-of-way at the entrance to a roundabout intersection. Sect. 2B.07 to 2B.08 November 2003 MUTCD 2003 California Sup, fnent Page 2B-1 CHAPTER 2B. REGULATORY SIGNS Section 2B.01 Application of Regulatory Signs The following is added to this section: Standard: Orders, ordinances and resolutions by local authorities which affect State highways shall be approved by Department of Transportation. Support: Signs required for enforcement are normally placed by, and at the expense of, the authority establishing the regulation. Section 211.02 Design of Regulatory Signs The following is added to this section: Support: Sign design details are contained in FHWA's "Standard Highway Signs" book and Department of Transportation's "Traffic Sign Specifications". See Section IA.l 1 for information regarding these publications. Table 2B-101 shows a list of California Regulatory Signs. Figure 211-101 shows California Regulatory Signs. Section 2B.05 STOP Sign Applications The following is added to this section: Support: A STOP (RI-1) sign is not a "cure-all" and is not a substitute for other traffic control devices. Often, the A need for a STOP (Rl-1) sign can be eliminated if the sight distance is increased by removing obstructions. Through Highways Option: STOP (R1-1) signs may be installed either at or near the entrance to a State highway, except at signalized intersections, or at any location so as to control traffic within an intersection. Refer to CVC 21352 and 21355. See Section lA.l l for information regarding this publication. Support: When STOP (R1-1) signs or traffic control signals have been erected at all entrances, a highway constitutes a through highway. Refer to CVC 600. Authority to place STOP (RI-1) signs facing State highway traffic is delegated to the Department of Transportation's District Directors. Option: Local authorities may designate any highway under their jurisdiction as a through highway and install STOP (R1-1) signs in a like manner. Refer to CVC 21354. Standard: No local authority shall erect or maintain any STOP (R1-1) sign or other traffic control device requiring a stop, on any State highway, except by permission of the Department of Transportation. Refer to CVC 21353. Support: The Department of Transportation will grant such permission only when an investigation indicates that the STOP sign will benefit traffic. May 20, 2004 1_; code, d v v i d~k) o d 71 A 1 7060° AUTHORITY TO INSTALL OFFICIAL TRAFFIC-CONTROL DEVICES: The city traffic engineer shall have the power and duty to determine the location of and to place and maintain or cause to be placed and maintained official traffic-control devices52(1) when and as required to make effective the provisions of this chapter or when he may deem such official traffic-control devices necessary or proper to regulate traffic or to guide or warn traffic. (Ord. 553, fl, adopted 1963) 7061: AUTHORITY TOERECT CERTAIN OFFICIAL TRAFFIC-CONTROL DEVICES ENUMERATED: The authority herein granted to the city traffic engineer to locate, place and maintain official traffic-control devices includes, but is not necessarily confined to, the authority to locate, place and maintain warning signs to caution drivers of the need for added alertness or reduction in speed, regulatory signs, including speed signs, stop signs, yield signs, traffic signals and alternating signals, to inform motorists of regu atioI- ns governing movement, guide signs for guidance and directional information and construction signs, which may include warning, regulatory and guide signs. (Ord. 553, §4, adopted 1963) MEMORANDUM DATE: March 9, 2010 TO: Traffic Engineering Committee FRO : Rick Seanor, Deputy Director of Public Works SUBJECT: STOP sign request - School Street at Church Street Agenda Item 5c. REQUEST: Tim Eriksen, Director of Public Works/City Engineer requested staff to evaluate posting STOP signs on School Street at Church Street. ACKGOU : Attachment "A" is a photomap of the intersection. Attachment "B" is an excerpt on STOP signs from the Manual of Uniform Traffic Control Devices (MUTCD) and the California Supplement to the MUTCD. Attachment "C" is Ukiah City Code section 7061 which authorizes the city traffic engineer to post STOP signs. ISCUSSIO : At the subject intersection there is an existing STOP sign posted for eastbound traffic on Church Street. Church Street at this location is one-way for eastbound traffic with parking permitted along the south side of the street. During the period (January 1, 2005 - June 30, 2007) there were no reported collisions at this intersection. There is a large volume of pedestrians utilizing this intersection. Buildings on School Street are constructed at the back of sidewalk with no setback resulting in obstructed sight distance for drivers. There are planter islands at the curb returns along School Street in the downtown area. In addition due to the diagonal parking of vehicles north and south of the intersection, there is somewhat restricted visibility for eastbound drivers. Drivers on Church Street quite often have to creep forward until they can obtain clear sight distance in order to proceed through the intersection. For these reasons staff recommends posting STOP signs on School Street at its intersection with Church Street. RECOMMENDATION: Staff is submitting this report for review and discussion by the TEC. Staff has provided the following options for consideration: 1. Recommend posting STOP signs on School Street at the intersection with Church Street. 2. Refer to staff for further analysis. enc. cc: file Attachment "A' Church Street and School Street N W E S 1 inch = 50 feet Photo Date: March 2001 Page 2B-6 2003 Edition AV,"A~ ~ ~A'11`i f~ f t^" ~ 1rRTi iG Gv~~rfl~ 411tG10,7 ~ 7 ) l f Table 2S- r. Regulatory Sign Sizes (Sheet 5 5 Sign MUTCD Section ' Conventional Expressway Freeway Minimum Oversized Code Road Keep Off Median R11-1 26.47 600 x 750 - - - - 24 x 30 Road Closed R11-2 213.48 1200 x 750 - - - - 48 x 30 Road Closed - Local R11-3,3a, 213.48 1500 x 750 - - - - Traffic Only 3b,4 60 x 30 Weight Limit . R12-1,2 213.49 600 x 750 900 x 1200 - - 900 x 1200 24x30 36x48 36x48 Weight Limit R12-3 2B.49 600 x 900 - - - - 24 x 36 Weight Limit R12-4 213.49 900 x 600 - - - - 36 x 24 Weight Limit R12-5 2B.49 600 x 900 900 x 1200 1200 x 1500 - - 24 x 36 36 x 48 48 x 60 Metric Plaque R12-6 213.49 600 x 225 - - - - 24x9 Weigh Station R13-1 213.50 1800 x 1200 2400 x 1650 3000 x 1100 - - 72 x 48 96 x 66 120 x 84 Truck Route R14-1 2B.51 600 x 450 - - - - 24x18 Hazardous Material R14-2,3 213.52 600 x 600 750 x 750 900 x 900 - 1050 x 1050 24 x 24 30 x 30 36 x 36 42 x 42 National Network R14-4,5 2B.53 600 x 600 750 x 750 900 x 900 - 1050 x 1050 24x24 30x30 36x36 42x42 Railroad Crossbuck R15-1 86.03 1200 x 225 - - - - 48x9 Look R15-8 86.16 900 x 450 - - - - (36 x 18) Notes: d 1. Larger signs may be used when appropriate. 2. Dimensions are shown in millimeters followed by inches in parentheses and are shown as width x height. Section 2B.05 STOP Sign .replications Guidance: STOP signs should be used if engineering judgment indicates that one or more of the following conditions exist: A. Intersection of a less important road with a main road where application of the normal right-of-way rule would not be expected to provide reasonable compliance with the law; B. Street entering a through highway or street; C. Unsignalized intersection in a signalized area; and/or D. High speeds, restricted view, or crash records indicate a need for control by the STOP sign. Standard: Because the potential for conflicting commands could create driver confusion, STOP signs shall not be installed at intersections where traffic control signals are installed and operating except as noted in Section 4D.01. Portable or part-time STOP signs shall not be used except for emergency and temporary traffic control zone purposes. Guidance: STOP signs should not be used for speed control. STOP signs should be installed in a manner that minimizes the numbers of vehicles having to stop. At intersections where a full stop is not necessary at all times, consideration should be given to using less restrictive measures such as YIELD signs (see Section 213.08). Sect. 2B.05 November 2003 2003 Edition m 4ciri a,* f P- Vn 1 1 r-*-. 1-rP( i c- e12K-trot 1 G ~4 Page 2B-7 Once the decision has been made to install two-way stop control, the uecision regarding the appropriate street to stop should be based on engineering judgment. In most cases, the street carrying the lowest volume of traffic should be stopped. A STOP sign should not be installed on the major street unless justified by a traffic engineering study. Support: The following are considerations that might influence the decision regarding the appropriate street upon which to install a STOP sign where two streets with relatively equal volumes and/or characteristics intersect: A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school walking routes; B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection; and D. Stopping the direction that has the best sight distance to.conflicting traffic. The use of the STOP sign at highway-railroad grade crossings is described in Section 8B.08. The use of the STOP sign at highway-light rail transit grade crossings is described in Section 10C.04. Section 2B.06 STOP Sign Placement. Standard: The STOP sign shall be installed on the right side of the approach to which it applies. When the STOP sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see Section 2C.29) shall be installed in advance of the STOP sign. The STOP sign shall be located as close as practical to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate. STOP signs and YIELD signs shall not be mounted on the same post. Guidance: Other than a DO NOT ENTER sign, no sign should be mounted back-to-back with a STOP sign in a manner that obscures the shape of the STOP sign. Support: Section JA. 16 contains additional information about separate and combined mounting of other signs with STOP signs.. Guidance: Stop lines, when used to supplement a STOP sign, should be located at the point where the road user should stop (see Section 313.16). If only one STOP sign is installed on an approach, the STOP sign should not be placed on the far side of the intersection. Where two roads intersect at an acute angle, the STOP sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply. Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the crosswalk line nearest to the approaching traffic. Option: At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, observance of the stop control may be improved by the installation of an additional STOP sign on the left side of the road and/or the use of a stop line. At channelized intersections, the additional STOP sign may be effectively placed on a channelizing island. Support: Figure 2A-2 shows examples of some typical placements of STOP signs. Section 28.07 Multiwgy Stop Applications Support: Multiway stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multiway stops include pedestrians, bicyclists, and all road users expecting other road users to stop. Multiway stop control is used where the volume of traffic on the intersecting roads is approximately equal. The restrictions on the use of STOP signs described in Section 2B.05 also apply to multiway stop applications. November 2003 Sect. 213.05 to 2B:07 2003 Edition Page 2B-8 00 3 E r ,i Ow4 A4Anpeal 0+ ~I, n t p'j'A'~1. -Fr Guidance: The decision to install multiway stop control should be based on an engineering study. The following criteria should be considered in the engineering study for a multiway STOP sign installation: A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left-turn collisions as well as right-angle collisions. C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but 3. If the 85th-percentile approach speed of the major-street traffic exceeds 65 km/h or exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. Option: Other criteria that may be considered in an engineering study include: A. The need to control left-turn conflicts; B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to reasonably safely negotiate the intersection unless conflicting cross traffic is also required to stop; and D. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. Section 2B.08 WELD Sign-(RI-2) Standard: The YIELD (R1-2) sign (see Figure 2B-1) shall be a downward-pointing equilateral triangle with a wide red border and the legend YIELD in red on a white background. Support: The YIELD sign assigns right-of-way to traffic on certain approaches to an intersection. Vehicles controlled by a YIELD sign need to slow down or stop when necessary to avoid interfering with conflicting traffic. Section 2B.09 YIELD Sign Applications Option: YIELD signs may be used instead of STOP signs if engineering judgment indicates that one or more of the following conditions exist: A. When the ability to see all potentially conflicting traffic is sufficient to allow a road user traveling at the posted speed, the 85th-percentile speed, or the statutory speed to pass through the intersection or to stop in a reasonably safe manner. B. If controlling a merge-type movement on the entering roadway where acceleration geometry and/or sight distance is not adequate for merging traffic operation. C. The second crossroad of a divided highway, where the median width at the intersection is 9 in (30 ft) or greater. In this case, a STOP sign may be installed at the entrance to the first roadway of a divided highway, and a YIELD sign may be installed at the entrance to the second roadway. D. An intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign. Standard: A YIELD (RI-2) sign shall be used to assign right-of-way at the entrance to a roundabout intersection. Sect. 2B.07 to 2B.08 November 2003 MUTCD 2003 California Suppl -nt Page 2B-1 CHAPTER 2B. REGULATORY SIGNS Section 2B.01 Application of Regulatory Signs The following is added to this section: Standard: Orders, ordinances and resolutions by local authorities which affect State highways shall be approved by Department of Transportation. Support: Signs required for enforcement are normally placed by, and at the expense of, the authority establishing the regulation. Section 2B.02 Design of Regulatory Signs The following is added to this section: Support: Sign design details are contained in FHWA's "Standard Highway Signs" book and Department of Transportation's "Traffic Sign Specifications". See Section IA.11 for information regarding these publications. Table 211-101 shows a list of California Regulatory Signs. Figure 2B-101 shows California Regulatory Signs. Section 211.05 STOP Sign Applications The following is added to this section: Support: A STOP (R1-1) sign is not a "cure-all" and is not a substitute for other traffic control devices. Often, the need for a STOP (RI-1) sign can be eliminated if the sight distance is increased by removing obstructions. Through Highways Option: STOP (R1-1) signs may be installed either at or near the entrance to a State highway, except at signalized intersections, or at any location so as to control traffic within an intersection. Refer to CVC 21352 and 21355. See Section 1A.11 for information regarding this publication. Support: When STOP (Rl-1) signs or traffic control signals have been erected at all entrances, a highway constitutes a through highway. Refer to CVC 600. Authority to place STOP (R1 -1) signs facing State highway traffic is delegated to the Department of Transportation's District Directors. tt Option: .Local authorities may designate any highway under their jurisdiction as a through highway and install STOP (R1-1) signs in a like manner. Refer to CVC 21354. Standard: No local authority shall erect or maintain any STOP (R1-1) sign or other traffic control device requiring a stop, on any State highway, except by permission of the Department of Transportation. Refer to CVC 21353. Support: The Department of Transportation will grant such permission only when an investigation indicates that the STOP sign will benefit traffic. May 20, 2004 r%TwrACR1WEk1T r c ode, rate u~ E-1 7060° AUTHORITY O INSTALL OFFICIAL TRAFFIC-CONTROL DEVICES: The city traffic engineer shall have the power and duty to determine the location of and to place and maintain or cause to be placed and maintained official traffic-control devices52(1) when and as required to make effective the provisions of this chapter or when he may deem such official traffic-control devices necessary or proper to regulate traffic or to guide or warn traffic. (Ord. 553, § 1, adopted 1963) 7061: AUTHORITY TOE CT CERTAIN OFFICIAL TRAFFIC-CONTROL DEVICES ENUMERATED: The authority herein granted to the city traffic engineer to locate, place and maintain official traffic-control devices includes, but is not necessarily confined to, the authority to locate, place and maintain warning signs to caution drivers of the need for added alertness or reduction in speed, regulatory signs, including speed signs, stop signs, yield signs, traffic signals and alternating signals, to inform motorists of regulations overning movement, guide signs for guidance and directional information and construction signs, which may include warning, regulatory and guide signs. (Ord. 553, §4, adopted 1963) CITY OF UKIAH MEMORANDUM DATE: March 9, 2010 TO: Traffic Engineering Committee 1 1 1, FRO : Rick Seanor, Deputy Director of Public Works SUBJECT: STOP sign request - School Street at Clay Street Agenda Item 5d. REQUEST: Tim Eriksen, Director of Public Works/City Engineer requested staff to evaluate posting STOP signs on School Street at Clay Street. BACKGROUND: Attachment "A" is a photomap of the intersection. Attachment "B" is an excerpt on STOP signs from the Manual of Uniform Traffic Control Devices (MUTCD) and the California Supplement to the MUTCD. Attachment "C" is Ukiah City Code section 7061 which authorizes the city traffic engineer to post STOP signs. DISCUSSIO : At the subject intersection there are existing STOP signs posted for eastbound and westbound traffic on Clay Street. There are sidewalks on both sides of School Street and Clay Street. Curb side parking is provided for both sides of School Street. Curb side parking is permitted only along the north side of Clay Street at this location. The speed zone survey completed in May 2006 verified that vehicle speeds were consistent with the posted 25 mph speed zone on School Street. During the period (January 1, 2005 - June 30, 2007) there was one reported collision at this intersection. 'On occasion when vehicles are parked along the street north of the intersection, sight distance is somewhat restricted for vehicles traveling east and west through the intersection. Staff therefore recommends posting STOP signs on School Street at its intersection with Clay Street. RECOMMENDATION: Staff is submitting this report for review and discussion by the TEC. Staff has provided the following options for consideration: 1. Recommend posting STOP signs on School Street at the intersection with Clay Street 2. Refer to staff for further analysis. enc. cc: file N wr s s P Alk J Q U "A" Clay Street and School Street Attachment Cf), 1 inch = 50 feet Photo Date: March 2001 Page 2B-6 2003 Edition ~Alt/lt4k~ ~ t~~f I"° I^1('~T) tG GP7Yl~:1~z~~ /4Y.1t Table 2B-,r . Regulatory Sign Sizes (Sheet 5 of 5) Sign MUTCD Section Conventional Expressway Freeway Minimum Oversized Code Road Keep Off Median R11-1 213.47 600 x 750 - - - - 24 x 30 Road Closed R11-2 213.48 1200 x 750 - - - - 48x30 Road Closed - Local R11-3,3a, 213.48 1500 x 750 - - - - Traffic Only 3b,4 60 x 30 Weight Limit . R12-1,2 213.49 600 x 750 900 x 1200 - - 900 x 1200 24x30 36x48 36x48 Weight Limit R12-3 213.49 600 x 900 - - - - 24 x 36 Weight Limit R12-4 213.49 900 x 600 - - - - 36 x 24 Weight Limit R12-5 28.49 600 x 900 900 x 1200 1200 x 1500 - - 24x36 36x48 48x60 Metric Plaque R12-6 213.49 600 x 225 - - - - 24x9 Weigh Station R13-1 28.50 1800 x 1200 2400 x 1650 3000 x 1100 - - 72 x 48 96 x 66 120 x 84 Truck Route R14-1 28.51 1 600 x 450 - - - - 24x18 Hazardous Material R14-2,3 213.52 600 x 600 750 x 750 900 x 900 - 1050 x 1050 24 x 24 30 x 30 36 x 36 42 x 42 National Network R14-4,5 213.53 600 x 600 750 x 750 900 x 900 - 1050 x 1050 24 x 24 30 x 30 36 x 36 42 x 42 Railroad Crossbuck R15-1 813.03 1200 x 225 - - - - 48x9 Look R15-8 88.16 900 x 450 - - - - (36 x 18) Notes: d 1. Larger signs may be used when appropriate. 2. Dimensions are shown in millimeters followed by inches in parentheses and are shown as width x height. Section 2B.05 STOP Sign Applications Guidance: STOP signs should be used if engineering judgment indicates that one or more of the following conditions exist: A. Intersection of a less important road with a main road where application of the normal right-of-way rule would not be expected to provide reasonable compliance with the law; B. Street entering a through highway or street; C. Unsignalized intersection in a signalized area; and/or D. High speeds, restricted view, or crash records indicate a need for control by the STOP sign. Standard: Because the potential for conflicting commands could create driver confusion, STOP signs shall not be installed at intersections where traffic control signals are installed and operating except as noted in Section 4D.01. Portable or part-time STOP signs shall not be used except for emergency and temporary traffic control zone purposes. Guidance: STOP signs should not be used for speed control. STOP signs should be installed in a manner that minimizes the numbers of vehicles having to stop. At intersections where a full stop is not necessary at all times, consideration should be given to using less restrictive measures such as YIELD signs (see Section 213.08). Sect. 2B.05 November 2003 2003 Edition M An UA ~ Vn H1 r*41 1 rrL ~ e~~1~~O ~ ~'0V1 G E ~ Page 2B-7 Once the decision has t,-en made to install two-way stop control, th', decision regarding the appropriate street to stop should be based on engineering judgment. In most cases, the street carrying the lowest volume of traffic should be stopped. A STOP sign should not be installed on the major street unless justified by a traffic engineering study. Support: The following are considerations that might influence the decision regarding the appropriate street upon which to install a STOP sign where two streets with relatively equal volumes and/or characteristics intersect: A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school walking routes; B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection; and D. Stopping the direction that has the best sight distance to conflicting traffic. The use of the STOP sign at highway-railroad grade crossings is described in Section 8B.08. The use of the STOP sign at highway-light rail transit grade crossings is described in Section 10C.04. Section 2B.06 STOP Sign Placement. Standard: The STOP sign shall be installed on the right side of the approach to which it applies. When the STOP sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see Section 2C.29) shall be installed in advance of the STOP sign. The STOP sign shall be located as close as practical to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate. STOP signs and YIELD signs shall not be amounted on the same post. Guidance: Other than a DO NOT ENTER sign, no sign should be mounted back-to-back with a STOP sign in a manner that obscures the shape of the STOP sign. Support: Section 2A.16 contains additional information about separate and combined mounting of other signs with STOP signs. Guidance: Stop lines, when used to supplement a STOP sign, should be located at the point where the road user should stop (see Section 3B.16). If only one STOP sign is installed on an approach, the STOP sign should not be placed on the far side of the intersection. Where two roads intersect at an acute angle, the STOP sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply. Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the crosswalk line nearest to the approaching traffic. Option: At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, observance of the stop control may be improved by the installation of an additional STOP sign on the left side of the road and/or the use of a stop line. At channelized intersections, the additional STOP sign may be effectively placed on a channelizing, island. Support: Figure 2A-2 shows examples of some typical placements of STOP signs. Section 213.07 Multiway Stop Applications Support: Multiway stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multiway stops include pedestrians, bicyclists, and all road users expecting other road users to stop. Multiway stop control is used where the volume of traffic on the intersecting roads is approximately equal. The restrictions on the use of STOP signs described in Section 213.05 also apply to multiway stop applications. November 2003 Sect. 2B.05 to 2B:07 Page 2B-8 E&lo4 r Vnt' 2003 Edition ~~d3 ~,c~IVtt~ ~7-1~" i`~"k'~'t Guidance: The decision to install multiway stop control should be based on an engineering study. The following criteria should be considered in the engineering study for a multiway STOP sign installation: A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. A crash problem, as indicated bey 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left-turn collisions as well as right-angle collisions. C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but 3. If the 85th-percentile approach speed of the major-street traffic exceeds 65 km/h or exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. Option: Other criteria that may be considered in an engineering study include: A. The need to control left-turn conflicts; B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to reasonably safely negotiate the intersection unless conflicting cross traffic is also required to stop; and D. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. Section 2B.08 YEELD Signa1-21 Standard: The YIELD (RI-2) sign (see Figure 2B-1) shall be a downward-pointing equilateral triangle with a wide red border and the legend YIELD in red on a white background. Support: The YIELD sign assigns right-of-way to traffic on certain approaches to an intersection. Vehicles controlled by a YIELD sign need to slow down or stop when necessary to avoid interfering with conflicting traffic. Section 2B.09 YIDELD Sign Applications Option: YIELD signs may be used instead of STOP signs if engineering judgment indicates that one or more of the following conditions exist: A. When the ability to see all potentially conflicting traffic is sufficient to allow a road user traveling at the posted speed, the 85th-percentile speed, or the statutory speed to pass through the intersection or to stop in a reasonably safe manner. B. If controlling a merge-type movement on the entering roadway where acceleration geometry and/or sight distance is not adequate for merging traffic operation. C. The second crossroad of a divided highway, where the median width at the intersection is 9 m (30 ft) or greater. In this case, a STOP sign may be installed at the entrance to the first roadway of a divided highway, and a YIELD sign may be installed at the entrance to the second roadway. D. An intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign. Standard: A YIELD (R1-2) sign shall be used to assign right-of-way at the entrance to a roundabout intersection. Sect. 2B.07 to 2B.08 November 2003 MUTCD 2003 California Sur-'°ment Page 2B-1 CHAPTER 2B. REGULATORY SIGNS Section 2B.01 Application of Regulatory Signs The following is added to this section: Standard: Orders, ordinances and resolutions by local authorities which affect State highways shall be approved by Department of Transportation. Support: Signs required for enforcement are normally placed by, and at the expense of, the authority establishing the regulation. Section 211.02 Design of Regulatory Signs The following is added to this section: Support: Sign design details are contained in FHWA's "Standard Highway Signs" book and Department of Transportation's "Traffic Sign Specifications".. See Section 1A. 11 for information regarding these publications. Table 2B-101 shows a list of California Regulatory Signs. Figure 211-101 shows California Regulatory Signs. Section 2B.05 STOP Sign Applications The following is added to this section: Support: A STOP (R1-1) sign is not a "cure-all" and is not a substitute for other traffic control devices. Often, the need for a STOP (RI-1) sign can be eliminated if the sight distance is increased by removing obstructions. Through Highways Option: STOP (Rl-1) signs may be installed either at or near the entrance to a State highway, except at signalized intersections, or at any location so as to control traffic within an intersection. Refer to CVC 21352 and 21355. See Section 1A.1 l for information regarding this publication. Support: When STOP (Rl-1) signs or traffic control signals have been erected at all entrances, a highway constitutes a through highway. Refer to CVC 600. Authority to place STOP (R1-1) signs facing State highway traffic is delegated to the Department of Transportation's District Directors. Option: .Local authorities may designate any highway under their jurisdiction as a through highway and install STOP (R1-1) signs in alike manner. Refer to CVC 21354. Standard: No local authority shall erect or maintain any STOP (RI-1) sign or other traffic control device requiring a stop, on any State highway, except by permission of the Department of Transportation. Refer to CVC 21353. Support: The Department of Transportation will grant such permission only when an investigation indicates that the STOP sign will benefit traffic. May 20, 2004 C.1$~, Code, TrACRMFP'~!T i~rce~ita~ (Dry IGi 7060: AUTHORITY TO INSTALL OFFICIAL TRAFFIC-CONTROL DEVICES: The city traffic engineer shall have the power and duty to determine the location of and to place and maintain or cause to be placed and maintained official traffic-control devices52(l) when and as required to make effective the provisions of this chapter or when he may deem such official traffic-control devices necessary or proper to regulate traffic or to guide or warn traffic. (Ord. 553, §1, adopted 1963) 7061: AUTHORITY TOERECT CERTAIN OFFICIAL TRAFFIC-CONTROL DEVICES ENUMERATED: The authority herein granted to the city traffic engineer to locate, place and maintain official traffic-control devices includes, but is not necessarily confined to, the authority to locate, place and maintain warning signs to caution drivers of the need for added alertness or reduction in speed, regulatory signs, including speed signs, stop signs, yield signs, traffic signals and alternating signals, to inform motorists of regulations oveming movement, guide signs for guidance and directional information and construction signs, which may include warning, regulatory and guide signs. (Ord. 553, §4, adopted 1963) CITY OF UKIAH MEMORANDUM AT : March 9, 2010 TO: Traffic Engineering Committee FRO : Rick Seanor, Deputy Director of Public Works SUBJECT: Washington Avenue at Helen Avenue - STOP signs Agenda Item 5e. REQUEST: Captain Trent Taylor, Ukiah Police Department received a request from Paul McCoey to evaluate the intersection of Washington Avenue and Helen Avenue. Please refer to Attachment "E". ACKGOU : Attachment "A" is a photomap of the intersection. Attachment "B" is an excerpt on STOP signs from the Manual of Uniform Traffic Control Devices (MUTCD) and the California Supplement to the MUTCD. Attachment "C" is Ukiah City Code section 7061 which authorizes the city traffic engineer to post STOP signs. Photographs of the intersection are provided as Attachment "D". DISCUSSION: At the subject intersection there is an existing STOP sign posted for westbound traffic on Helen Avenue. During the period (January 1, 2005 - June 30, 2007) there were no reported collisions at this intersection. When vehicles are parked along the street north and south of the intersection, sight distance is obstructed for vehicles traveling west on Washington Avenue. Staff therefore recommends posting STOP signs on Helen Avenue at its intersection with Washington Avenue. In addition, staff recommends painting red curb and/or posting No Parking for the standard lengths adjacent to the intersection. RECOMMENDATION: Staff is submitting this report for review and discussion by the TEC. Staff has provided the following options for consideration: 1. Recommend posting STOP signs on Helen Avenue at the intersection with Washington Avenue. 2. Recommend painting red curb and/or posting No Parking for the standard lengths adjacent to the intersection. 3. Refer to staff for further analysis. enc. cc: file yN IVe s n ' Attachme Washington Ave. and Helen . Page 2B-6 Tor 2003 Edition / If f "T 1rR7f t~ Gvl't(P7~ p~Y~tG~ d DtYtVlltI V-r Table 2S-1. Regulatory Sign Sizes (Sheet 5 o) Sign MUTCD Section Conventional Expressway Freeway Minimum Oversized Code Road Keep Off Median R11-1 28.47 600 x 750 - - - - 24 x 30 Road Closed R11-2 213.48 1200 x 750 - - - - 48 x 30 Road Closed - Local R11-3,3a, 28.48 1500 x 750 - - - - Traffic Only 3b,4 60 x 30 Weight Limit . R12-1,2 213.49 600 x 750 900 x 1200 - - 900 x 1200 24 x 30 36 x 48 36 x 48 Weight Limit R12-3 26.49 600 x 900 - - - - 24 x 36 Weight Limit R12-4 213.49 900 x 600 - - - - 36 x 24 Weight Limit R12-5 213.49 600 x 900 900 x 1200 1200 x 1500 - - 24 x 36 36 x 48 48 x 60 Metric Plaque R12-6 213.49 600 x 225 - - - - 24x9 Weigh Station R13-1 213.50 1 1800 x 1200 2400 x 1650 3000 x 1100 - - 72x48 96x66 120x84 Truck Route R14-1 213.51 1 600 x 450 - - - 24x16 Hazardous Material R14-2,3 213.52 600 x 600 750 x 750 900 x 900 - 1050 x 1050 24 x 24 30 x 30 36 x 36 42 x 42 National Network R14-4,5 213.53 600 x 600 750 x 750 900 x 900 - 1050 x 1050 24x24 30x30 36x36 42x42 Railroad Crossbuck R15-1 813.03 1200 x 225 - - - - 48x9 Look R15 8 BB.16 900 x 450 - - - - (36 x 18) Notes: 4 1. Larger signs may be used when appropriate. 2. Dimensions are shown in millimeters followed by inches in parentheses and are shown as width x height. Section 2B.05 STOP Sign .replications Guidance: STOP signs should be used if engineering judgment indicates that one or more of the following conditions exist: A. Intersection of a less important road with a main road where application of the normal right-of-way rule would not be expected to provide reasonable compliance with the law; B. Street entering a through highway or street; C. Unsignalized intersection in a signalized area; and/or D. High speeds, restricted view, or crash records indicate a need for control by the STOP sign. Standard: Because the potential for conflicting commands could create driver confusion, STOP signs shall not be installed at intersections where traffic control signals are installed and operating except as noted in Section 41).01. Portable or part-time STOP signs shall not be used except for emergency and temporary traffic control zone purposes. Guidance: STOP signs should not be used for speed control. STOP signs should be installed in a manner that minimizes the numbers of vehicles having to stop. At intersections where a full stop is not necessary at all times, consideration should be given to using less restrictive measures such as YIELD signs (see Section 213.08). Sect. 2B.05 November 2003 'OVI G ~ Page 2B-7 2003 Edition MAyl l t l of Vrl l-t`tl 1. Trx.`V G CVYL't o l 1-.2 Once the decision has been made to install two-way stop control, the aecision regarding the appropriate street to stop should be based on engineering judgment. In most cases, the street carrying the lowest volume of traffic should be stopped. A STOP sign should not be installed on the major street unless justified by a traffic engineering study. Support: The following are considerations that might influence the decision regarding the appropriate street upon which to install a STOP sign where two streets with relatively equal volumes and/or characteristics intersect: A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school walking routes; B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection; and D. Stopping the direction that has the best sight distance to.conflicting traffic. The use of the STOP sign at highway-railroad grade crossings is described in Section 813.08. The use of the STOP sign at highway-light rail transit grade crossings is described in Section 10C.04. Section 28.06 STOP Sign Placement. Standard: The STOP sign shall be installed on the right side of the approach to which it applies. When the STOP sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see Section 2C.29) shall be installed in advance of the STOP sign. The STOP sign shall be located as close as practical to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate. STOP signs and YIELD signs shall not be mounted on the same post. Guidance: Other than a DO NOT ENTER sign, no sign should be mounted back-to-back with a STOP sign in a manner that obscures the shape of the STOP sign. Support: Section JA. 16 contains additional information about separate and combined mounting of other signs with STOP signs.. Guidance: Stop lines, when used to supplement a STOP sign, should be located at the point where the road user should stop (see Section 313.16). If only one STOP sign is installed on an approach, the STOP sign should not be placed on the far side of the intersection. Where two roads intersect at an acute angle, the STOP sign should be positioned at an angle, or shielded, so that the legend is out of view of traffic to which it does not apply. Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the crosswalk line nearest to the approaching traffic. Option: At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach, observance of the stop control may be improved by the installation of an additional STOP sign on the left side of the road and/or the use of a stop line. At channelized intersections, the additional STOP sign may be effectively placed on a channelizing island. Support: Figure 2A-2 shows examples of some typical placements of STOP signs. Section 2B.07 Multiway Stop Applications Support: Multiway stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multiway stops include pedestrians, bicyclists, and all road users expecting other road users to stop. Multiway stop control is used where the volume of traffic on the intersecting roads is approximately equal. The restrictions on the use of STOP signs described in Section 213.05 also apply to multiway stop applications. November 2003 Sect. 2B.05 to 2M7 i ` A 2003 Edition Page 2B-$ Z 005 E'/&I 04 P~t~et~ t~ ~t l~t ira't --j--g, ►r "OVIfr/176 Guidance: The decision to install muldway stop control should be based on an engineering study. The following criteria should be considered in the engineering study for a multiway STOP sign installation: A.. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left-turn collisions as well as right-angle collisions. C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but 3. If the 85th-percentile approach speed of the major-street traffic exceeds 65 km/h or exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. Option: Other criteria that may be considered in an engineering study include: A. The need to control left-turn conflicts; B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to reasonably safely negotiate the intersection unless conflicting cross traffic is also required to stop; and D. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. Section 2B.08 YIELD SiM-Ml Standard: The YIELD (R1-2) sign (see Figure 213-1) shall be a downward-pointing equilateral triangle with a wide red border and the legend YIELD in red on a white background. Support: The YIELD sign assigns right-of-way to traffic on certain approaches to an intersection. Vehicles controlled by a YIELD sign need to slow down or stop when necessary to avoid interfering with conflicting traffic. Section 2B.09 YIELD Sign Applications Option: YIELD signs may be used instead of STOP signs if engineering judgment indicates that one or more of the following conditions exist: - A. When the ability to see all potentially conflicting traffic is sufficient to allow a road user traveling at the posted speed, the 85th-percentile speed, or the statutory speed to pass through the intersection or to stop in a reasonably safe manner. B. If controlling a merge-type movement on the entering roadway where acceleration geometry and/or sight distance is not adequate for merging traffic operation. C. The second crossroad of a divided highway, where the median width at the intersection is 9 in (30 ft) or greater. In this case, a STOP sign may be installed at the entrance to the first roadway of a divided highway, and a YIELD sign may be installed at the entrance to the second roadway. D. An intersection where a special problem exists and where engineering judgment indicates the problem to be susceptible to correction by the use of the YIELD sign. Standard: A YIELD (RI-2) sign shall be used to assign right-of-way at the entrance to a roundabout intersection. Sect. 2B.07 to 2B.08 November 2003 MUTCD 2003 California Suppler Page 2B-1 CHAPTER 2B. REGULATORY SIGNS Section 2B.01 Application of Regulatory Signs The following is added to this section: Standard: Orders, ordinances and resolutions by local authorities which affect State highways shall be approved by Department of Transportation. Support: Signs required for enforcement are normally placed by, and at the expense of, the authority establishing the regulation. Section 2B.02 Design of Regulatory Signs The following is added to this section: Support: Sign design details are contained in FHWA's "Standard Highway Signs" book and Department of Transportation's "Traffic Sign Specifications". See Section 1A.l l for information regarding these publications. Table 2B-101 shows a list of California Regulatory Signs. Figure 213-101 shows California Regulatory Signs. Section 2B.05 STOP Sign Applications j The following is added to this section: Support: A STOP (R1-1) sign is not a "cure-all" and is not a substitute for other traffic control devices. Often, the need for a STOP (RI-1) sign can be eliminated if the sight distance is increased by removing obstructions. Through Highways Option: STOP (R1-1) signs may be installed either at or near the entrance to a State highway, except at signalized intersections, or at any location so as to control traffic within an intersection. Refer to CVC 21352 and 21355. See Section 1A.1 l for information regarding this publication. Support: When STOP (R1-1) signs or traffic control signals have been erected at all entrances, a highway constitutes a through highway. Refer to CVC 600. Authority to place STOP (RI-1) signs facing State highway traffic is delegated to the Department of Transportation's District Directors. Option: .Local authorities may designate any highway under their jurisdiction as a through highway and install STOP (R1-1) signs in a like manner. Refer to CVC 21354. Standard: No local authority shall erect or maintain any STOP (R1-1) sign or other traffic control device requiring a stop, on any State highway, except by permission of the Department of Transportation. Refer to CVC 21353. Support: The Department of Transportation will grant such permission only when an investigation indicates that the STOP sign will benefit traffic. May 20, 2004 C. i Code, V V~i k CN I ll 1 6 'f C F+'- A r'T7ACRMCIT 7060: AUTHORITY O INSTALL OFFICIAL TRAFFIC-CONTROL DEVICES: The city traffic engineer shall have the power and duty to determine the location of and to place and maintain or cause to be placed and maintained official traffic-control devices52(l) when and as required to make effective the provisions of this chapter or when he may deem such official traffic-control devices necessary or proper to regulate traffic or to guide or warn traffic. (Ord. 553, §1, adopted 1963) ` 7061: AUTHORITY TOE CT CERTAIN OFFICIAL TRAFFIC-CONTROL DEVICES ENUMERATED: The. authority herein granted to the city traffic engineer to locate, place and maintain official traffic-control devices includes, but is not necessarily confined to, the authority to locate, place and maintain warning signs to caution drivers of the need for added alertness or reduction in speed, regulatory signs, including speed signs, stop signs, yield signs, traffic signals and alternating signals, to inform motorists of regu atioI~ ns governing movement, guide signs for guidance and directional information and construction signs, which may include warning, regulatory and guide signs. (Ord. 553, §4, adopted 1963) Affachment # ~f Rick Seanor Attachment # ~ From: Trent Taylor Sent: Wednesday, February 17, 2010 5:51 PM To: Rick Seanor; Amanda Davis Subject: Next TEC Rick and Amanda, On 2/16/10 1 received a request from Paul McCoey, a retired UPD Detective, for the TEC to look at the intersection of Washington and Helen, to mitigate visibility issues with that intersection for traffic W/B at the stop sign of this "T" intersection. This is a very high traffic intersection, particularly during Nokomis School functions, and people are parking on Helen very near both corners. The uphill approach to the stop sign and the setback of the stop limit line makes it very difficult to have clear visibility when turning onto Helen from Washington without driving far into the S/B lane of Helen in order to see if it is clear and by then it is too late. I would like to see this on the agenda at our next meeting and I have print photographs (so I can't email them) of the potential hazard. I will bring them over to Rick soon. Thanks, Trent.