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HomeMy WebLinkAbout2017-07-11 Packet TRAFFIC ENGINEERING COMMITTEE AGENDA REGULAR MEETING UKIAH CIVIC CENTER Conference Room No. 3 300 Seminary Avenue Ukiah, California 95482 TUESDAY, July 11, 2017 3:00 P.M. 1. CALL TO ORDER: 2. APPROVAL OF MINUTES: June 13, 2017 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 crosswalk and STOP sign request — North Dora Street at Smith Street. b. Discussion and Possible Action Regarding STOP sign request—West Mill Street at South Oak Street. 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 7th day of July, 2017 Lory Limbird, Recording Secretary TRAFFIC ENGINEERING COMMITTEE MINUTES June 13, 2017 Minutes MEMBERS PRESENT Tim Eriksen, TEC Chairman, Director of Public Works, City Engineer John Lampi, Public Representative, TEC Vice Chairman Ben Kageyama, representing the City Manager Sean Kaeser, representing the Chief of Police Craig Schlatter, Director of Community Development and Planning Darin Malugani, representing the Supervisor of Public Works Neil Davis, Public Representative, Active Transportation MEMBERS ABSENT Carla Meyer, Mendocino Transit Authority Keith Hewett, Public Representative OTHERS PRESENT Maureen Mulheren, Council Member Lory Limbird, Public Works Racheal Brazil, Marshall Street resident Korleen Boomer, Marshall Street resident Lewis Martinelli, Standley Street resident Robert L. Faulk, Walnut Avenue resident Susan Knopf, Todd Road resident Pinky Kushner, Oak Street resident Don Brown, Public Works Supervisor Chris Dewey, UPD Chief John Morris, Standley Street resident James Nosera, Marshall Street resident Ginger Bushway, Marshall Street resident William R. Cacchida, Marshall Street resident Buck Ganter, Walnut Avenue resident 5. CALL TO ORDER The Traffic Engineering Committee meeting was called to order by Chairman Eriksen at 3:05 pm in the Council Chambers, Ukiah Civic Center, 300 Seminary Avenue, Ukiah, California. 2. APPROVAL OF MINUTES — May 9, 2017 Motion/Second: Malugani/Davis to approve May 9, 2017 minutes. Motion carried by an all AYE voice vote of the members present. 3. AUDIENCE COMMENTS ON NON-AGENDA ITEMS none 4. OLD BUSINESS none 5. NEW BUSINESS a. Discussion and Possible Action regarding request for speed bumps on Marshall Street. MINUTES of the Traffic Engineering Committee June 13, 2017 Page 1 Presenter: Chairman Tim Eriksen, Director of Public Works/City Engineer. Public Comment: James Nosera, Racheal Brazil, Ginger Bushway, Korleen Boomer, Pinky Kushner, Susan Knopf, Council Member Mulheren. Possible solutions discussed were the use of a speed radar trailer, speed humps, making the street a one-way street, blocking the street to through traffic and officer enforcement by issuing speeding tickets. Member Sean Kaeser stated Marshall Street does not meet the length or width requirements for using a speed radar trailer nor is there room to physically place a speed radar trailer in this area. Don Brown, Public Works Supervisor stated he is opposed to blocking Marshall Street because this would greatly limit access by public safety emergency vehicles. Chairman Tim Eriksen stated the Ukiah city streets are the property of the citizens and need to be available for public use. Speed humps could make speeding vehicles lose control quicker and could make the situation a worse one. Bikers and pedestrians who are walking could be hindered by speed humps. A Measure Y workshop will be held on July 21 to address pedestrian, bicycle and crosswalk issues and the Marshall Street concerns will be included. Motion/Second: Davis/Malugani to ask city engineers to present new options that are feasible to be used on Marshall Street and present additional information about options that were discussed. Motion carried by an all AYE voice vote of the members present. b. Discussion and Possible Action Regarding STOP sign request— Standley Street at Spring Street. Chairman Tim Eriksen recused himself because his neighbor brought this item to TEC. Presenter: John Lampi, Vice Chairman. Vice Chairman John Lampi read a letter from Craig and Jane Rohrbough, 707 W. Standley St., which requested a four way stop at the intersection of Standley Street and Spring Street. Public Comment: Susan Knopf, Pinky Kushner, Lewis Martinelli, John Morris, Buck Ganter. Lewis Martinelli stated the STOP signs should be put on Standley Street at Barnes Street instead of at Spring Street. John Morris stated it makes more sense to have STOP sign at Barnes because Barnes is in the middle of Standley Street while Spring Street is very close to the STOP sign at Dora. MINUTES of the Traffic Engineering Committee June 13, 2017 Page 2 Member Ben Kageyama stated STOP signs should not be used for speed control. Putting a STOP sign where it is not warranted causes drivers to ignore that STOP sign which will cause more problems. He is not in favor of adding a STOP sign. Traffic calming measures such as narrowing the street or creating offsets in street alignment could be investigated to slow traffic. Council Member Mulheren stated the traffic study is performed in 5-year cycles. City Council recently approved a traffic study and this will be done soon. Motion made by Member Sean Kaeser to deny putting STOP signs on Standley Street at Spring Street. Motion made by Member Neil Davis to have the engineers collect more data, investigate putting STOP signs on Standley Street at Barnes and research what other options there are. The motion dies for lack of a second. Motion/Second: Kaeser/Lampi to deny putting STOP signs on Standley Street at Spring Street. Motion carried by the following roll call votes: AYES: Kaeser, Lampi, Malugani, Kageyama. NOES: Davis. ABSENT: Meyer, Hewett. ABSTAIN: Schlatter. RECUSED: Eriksen. c. Discussion and Possible Action Regarding STOP sign request—Walnut Avenue at Bush Street. Presenter: Council Member Mulheren. Public Comment: Robert Faulk, Buck Ganter, Susan Knopf. Item withdrawn by Council Member Mulheren. 6. COMMITTEE MEMBER REPORTS none 7. MISCELLANEOUS ITEMS none 8. ADJOURNMENT There being no further business, the meeting adjourned at 4:50 p.m. Lory Limbird, Recording Secretary MINUTES of the Traffic Engineering Committee June 13, 2017 Page 3 CITY OF UKIAH MEMORANDUM DATE: July 7, 2017 TO: Traffic Engineering Committee FROM: Rick Seanor, Deputy Director of Public Works SUBJECT: Discussion and Possible Action Regarding crosswalk and STOP sign request — North Dora Street at Smith Street Agenda Item 5a. REQUEST: The Traffic Engineering Committee (TEC) received a request from Mr. Barry Vogel to consider crosswalks and STOP signs on North Dora Street at its intersection with Smith Street, Attachment"A". A photomap of the intersection, Attachment"B", has been provided for reference. Also provided for the TEC's reference are excerpts from the California Vehicle Code (CVC) regarding crosswalks,Attachment"C."A page from the Caltrans Highway Design Manual regarding stopping sight distance is included as Attachment "D". Excerpts from the California Manual of Uniform Traffic Control Devices (MUTCD) 2014 Edition regarding crosswalks are provided as Attachment"E". Lastly, for reference, excerpts on STOP signs from the California MUTCD and the Federal Highway Administration (FHWA) Manual of Uniform Traffic Control Devices 2009 Edition are provided as Attachment "F". DISCUSSION: At the subject intersection there are existing STOP signs posted for westbound and eastbound traffic on Smith Street. North Dora Street at this location has two travel lanes, two bicycle lanes, and two parking lanes. Smith Street west of N. Dora St. has two-way traffic. Smith St. east of N. Dora St. is posted for one-way traffic, westbound. During the period (January 1, 2013 - December 31, 2016) there were no reported collisions at this intersection. On April 30, 2012, the City's speed zone consultant recorded the ADT (average daily traffic) for N. Dora St. (between Grove Ave. and the south City limits) at 7,486 vehicles. N. Dora St. is posted for a 30 mph speed zone, consistent with the speed zone study. Smith Street meets the CVC definition of a residence district and therefore has a prima facie speed limit of 25 mph. Staff evaluated the intersection for pedestrian crossing. At this intersection there are "unmarked crosswalks" at all four approaches. Per the CVC, Attachment "C," drivers are required to yield the right-of-way to pedestrians within any marked or within any unmarked crosswalk at an intersection. For the southbound approach, staff measured the stopping sight distance at 280 feet which is more than adequate for the speed limit of 30 mph, see Attachment "D" and the photomap, Attachment "B". The other three legs of the intersection have no restrictions on sight distance. Staff reviewed the California MUTCD sections on crosswalks, Attachment"E." Staff has not observed a significant volume of pedestrians at this intersection and based on review of the California MUTCD along with the aforementioned items, does not recommend crosswalks on N. Dora St. at this intersection. Staff evaluated the intersection for a multi-way STOP application in accordance with the guidance criteria of the California MUTCD and the FHWA MUTCD (Attachment "F"). N. Dora St. at this location does not satisfy the guidance criteria therefore STOP signs are not recommended. Page 2 Crosswalk and STOP sign request—North Dora Street at Smith Street July 7,2017 RECOMMENDATION: 1) Deny the request for crosswalks based on engineering staffs review and evaluation; and 2) Deny the request for STOP signs at the N. Dora St. and Smith Street based on engineering staffs analysis that the intersection does not meet the warrants for multi-way STOP control as published in the California MUTCD and the FHWA MUTCD. enc. cc: Mr. Barry Vogel file a 14 Barry Vogel `1 „ _ Attorney and Counselor General Specialties Building .' „'. w. 280 North Oak Street' "'� k,' , : , — Ukiah, California 95482 ” s ti - , Telephone 707-462-6541 , i 1 , V. kb „I°y Facsimile 707-462-3253 ` r, L, vogel@pacific.net �� g° = 4 www.radiocurious.org December 27, 2016 RECEIVED Richard J. Seanor, PE DEC 2 7 2016 Deputy Director of Public Works City of Ukiah CITY OF UKIAH 300 Semina y Avenuc DEPT.OF PUBLIC WORKS Ukiah, California 95482 Hand delivered Dear Rick: This letter replies to your December 14, 2016, email to me regarding the need for a pedestrian protection at the North Dora and Smith intersection. I have crossed that intersection often 4 times per day, five days a week for the past 27 years, and observe it frequently. Many other people, especially kids after school cross there. Cars and trucks travel south on Dora at increased motor RPMs to come up the incline from Willow, increasing the risk to pedestrians crossing at Smith. This intersection is always dangerous yet even more so in the winter months when dusk comes at 5 pm. . Crosswalks exist at other intersections along Dora that do not even have stop signs.The greatest protection for everyone -- especially seniors and school children would be to have a stop sign, or at a minimum, blinking lights set to go on when someone is about to enter the cross walk. That would be similar to the cross walk on North State Street at the Fair Grounds. the City of Ukiah should not wait for someone to be injured betore this needed protection for the people who cross Dora at Smith is implemented. I am pleased that you will be preparing a report and look forward to receiving it prior to the TEC meeting. Thank you very much for you time and attention to this matter. Respectfully yours, BARRY VOG BV:me Page 1 of 1 \\ /I Att9 °Pent # C VEHICLE CODE-VEH DIVISION 1.WORDS AND PHRASES DEFINED [loo - 681] ( Division 1 enacted by Stats. 1959, Ch. 3. ) "Crosswalk"is either: 275. (a)That portion of a roadway included within the prolongation or connection of the boundary lines of sidewalks at intersections where the intersecting roadways meet at approximately right angles,except the prolongation of such lines from an alley across a street. (b)Any portion of a roadway distinctly indicated for pedestrian crossing by lines or other markings on the surface. Notwithstanding the foregoing provisions of this section,there shall not be a crosswalk where local authorities have placed signs indicating no crossing. (Enacted by Stats. 1959, Ch. 3.) http://leginfo.legislature.ca.gov/faces/printCodeSectionWindow.xhtml?IawCode—VEH&sec... 7/6/2017 Page 1 of 1 VEHICLE CODE-VEH DIVISION 11. RULES OF THE ROAD [21000 - 23336] ( Division 11 enacted by Stats. 1959, Ch. 3. ) CHAPTER 5. Pedestrians'Rights and Duties [21949-21971] ( Chapter 5 enacted by Stats. 1959, Ch. 3. ) (a)The driver of a vehicle shall yield the right-of-way to a pedestrian crossing the roadway within any marked 21950. crosswalk or within any unmarked crosswalk at an intersection,except as otherwise provided in this chapter. (b)This section does not relieve a pedestrian from the duty of using due care for his or her safety.No pedestrian may suddenly leave a curb or other place of safety and walk or run into the path of a vehicle that is so close as to constitute an immediate hazard.No pedestrian may unnecessarily stop or delay traffic while in a marked or unmarked crosswalk. (c)The driver of a vehicle approaching a pedestrian within any marked or unmarked crosswalk shall exercise all due care and shall reduce the speed of the vehicle or take any other action relating to the operation of the vehicle as necessary to safeguard the safety of the pedestrian. (d)Subdivision(b)does not relieve a driver of a vehicle from the duty of exercising due care for the safety of any pedestrian within any marked crosswalk or within any unmarked crosswalk at an intersection. (Amended by Stats. 2000, Ch. 833, Sec. 8. Effective January 1, 2001.) http://leginfo.legislature.ca.gov/faces/printCodeSectionWindow.xhtml?lawCode=VEH&sec... 7/6/2017 Attachment # ‘A.1i t/ HIGHWAY DESIGN MANUAL 200-1 March 7,2014 Passing must be accomplished assuming an CHAPTER 200 oncoming vehicle comes into view and maintains GEOMETRIC DESIGN AND the design speed, without reduction, after the STRUCTURE STANDARDS overtaking maneuver is started. Table 201.1 Topic 201 - Sight Distance Sight Distance Standards Index 201.1 - General (t) (2) Passing Sight distance is the continuous length of highway (mph) (ft) (ft) ahead, visible to the highway user. Four types of 10 50 sight distance are considered herein: passing, --- stopping, decision, and corner. Passing sight 15 100 --- distance is used where use of an opposing lane can 20 125 800 provide passing opportunities (see Index 201.2). Stopping sight distance is the minimum sight25 150 950 distance for a given design speed to be provided on m 7`''"��, 30 200 1,100 multilane highways and on 2-lane roads when 5pegPP/ 35 250 1,300 passing sight distance is not economically 1 I II m t" obtainable. Stopping sight distance also is to be 40 300 1,500 provided for all users, including motorists and 45 360 1,650 bicyclists, at all elements of interchanges and intersections at grade, including private road 50 430 1,800 connections (see Topic 504, Index 405.1, & Figure 55 500 1,950 405.7). Decision sight distance is used at major decision points (see Indexes 201.7 and 504.2). 60 580 2,100 Corner sight distance is used at intersections (see 65 660 2,300 Index 405.1, Figure 405.7,and Figure 504.3J). 70 750 2,500 Table 201.1 shows the minimum standards for 75 840 2,600 stopping sight distance related to design speed for motorists. Stopping sight distances given in the 80 930 2,700 table are suitable for Class II and Class III (1) See Topic 101 for selection of design speed. bikeways. The stopping sight distances are also (2) For sustained downgrades,refer to advisory standard in applicable to roundabout design on the approach Index 201.3 roadway, within the circulatory roadway, and on The sight distance available for passing at any the exits prior to the pedestrian crossings. Also place is the longest distance at which a driver shown in Table 201.1 are the values for use in whose eyes are 3 '/2 feet above the pavement providing passing sight distance. surface can see the top of an object 4 1 feet high See Chapter 1000 for Class I bikeway sight on the road. See Table 201.1 for the calculated distance guidance. values that are associated with various design speeds. Chapter 3 of "A Policy on Geometric Design of Highways and Streets," AASHTO, contains a In general, 2-lane highways should be designed to thorough discussion of the derivation of stopping provide for passing where possible, especially sight distance. those routes with high volumes of trucks or recreational vehicles. Passing should be done on 201.2 Passing Sight Distance tangent horizontal alignments with constant grades Passing sight distance is the minimum sight or a slight sag vertical curve. Not only are drivers distance required for the driver of one vehicle to reluctant to pass on a long crest vertical curve, but pass another vehicle safely and comfortably. it is impracticable to design crest vertical curves to provide for passing sight distance because of high Attachment # VI, E. California MUTCD 2014 Edition Page 682 (FHWA's MUTCD 2009 Edition,including Revisions 1 &2,as amended for use in California) Option: 22 A limit line may be placed in advance of a crosswalk where vehicles are required to stop, in compliance with a STOP (R1-1)sign,traffic control signal or some other traffic control device. Support: 23 If a marked crosswalk is in place, it would normally function as a limit line. 24 Typical limit line markings are shown in Figure 3B-103(CA). Section 3B.17 Do Not Block Intersection Markings Support: (Jo Refer to CVC 22526 for entering intersection,rail crossing or marked crosswalk. Option: of Do Not Block Intersection markings may be used to mark the edges of an intersection area that is in close proximity to a signalized intersection,railroad crossing,or other nearby traffic control that might cause vehicles to stop within the intersection and impede other traffic entering the intersection. If authorized by law, Do Not Block Intersection markings with appropriate signs may also be used at other locations. Standard: 02 If used,Do Not Block Intersection markings(see Figure 3B18 3B-18(CA))shall consist of one of the following alternatives: B.Wide solid white lines that outline the intersection area that vehicles must not block and a white word message such as DO NOT BLOCK or KEEP CLEAR; D.A white word message, such as DO NOT BLOCK or KEEP CLEAR,within the intersection area that vehicles must not block. 03 Do Not Block Intersection markings shall be accompanied by one or more DO NOT BLOCK INTERSECTION(DRIVEWAY)(CROSSING)(R10-7)signs(see Section 2B.53),one or more DO NOT STOP ON TRACKS (R8-8) signs(see Section 8B.09),or one or more similar signs. Section 3B.18 Crosswalk Markings Support: of Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections,and on approaches to other intersections where traffic stops. 02 In conjunction with signs and other measures,crosswalk markings help to alert road users of a designated pedestrian crossing point across roadways at locations that are not controlled by traffic control signals or STOP or YIELD signs. 03 At non-intersection locations,crosswalk markings legally establish the crosswalk. Standard: 04 When crosswalk lines are used,they shall consist of solid white lines that mark the crosswalk.They shall not be less than 6 12 inches or greater than 24 inches in width. Guidance: 05 If transverse lines are used to mark a crosswalk, the gap between the lines should not be less than 6 feet. If diagonal or longitudinal lines are used without transverse lines to mark a crosswalk, the crosswalk should be not less than 6 feet wide. Chapter 3B Pavement and Curb Markings Revised December 9,2015 Part 3 Markings California MUTCD 2014 Edition Page 683 (FHWA's MUTCD 2009 Edition,including Revisions I &2,as amended for use in California) 06 Crosswalk lines, if used on both sides of the crosswalk, should extend across the full width of pavement or to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks (see Figures 3B-17 and 3B-19). 07 At locations controlled by traffic control signals or on approaches controlled by STOP or YIELD signs, crosswalk lines should be installed where engineering judgment indicates they are needed to direct pedestrians to the proper crossing path(s). 08 Crosswalk lines should not be used indiscriminately An engineering study should be performed before a marked crosswalk is installed at a location away from a traffic control signal or an approach controlled by a STOP or YIELD sign. The engineering study should consider the number of lanes, the presence of a median, the distance from adjacent signalized intersections, the pedestrian volumes and delays, the average daily traffic (ADT), the posted or statutory speed limit or 85th-percentile speed, the geometry of the location, the possible consolidation of multiple crossing points, the availability of street lighting, and other appropriate factors. 09 New marked crosswalks across uncontrolled roadways should include . : • ' :. other measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence, -: : • :• • . •.1 • : . • :• : • : • . where the speed limit exceeds 40 mph and either: A. The roadway has four or more lanes of travel without a raised median or pedestrian refuge island and an ADT of 12,000 vehicles per day or greater: or B. The roadway has four or more lanes of travel with a raised median or pedestrian refuge island and an ADT of 15,000 vehicles per day or greater. 09a If a marked crosswalk exists across an uncontrolled roadway where the speed limit exceeds 40 mph and the roadway has four or more lanes of travel and an ADT of 1Z000 vehicles per day or greater, advanced yield lines with associated Yield Here to Pedestrians(R1-5, R1-5a)signs should be placed 20 to 50 ft in advance of the crosswalk, adequate visibility should be provided by parking prohibitions,pedestrian crossing(W11-2)warning signs with diagonal downward pointing arrow(14/16- 7p)plaques should be installed at the crosswalk, and a high-visibility crosswalk marking pattern should be used(See Figure 38-17(CA)). Support: 10 Chapter 4F contains information on Pedestrian Hybrid Beacons. Section 4L.03 contains information regarding Warning Beacons to provide active warning of a pedestrian's presence. Section 4N.02 contains information regarding In-Roadway Warning Lights at crosswalks. Chapter 7D contains information regarding school crossing supervision. Guidance: ii Because non-intersection pedestrian crossings are generally unexpected by the road user, warning signs (see Section 2C.50)should be installed for all marked crosswalks at non-intersection locations and adequate visibility should be provided by parking prohibitions. Support: 12 Section 3B.16 contains information regarding placement of stop line markings near crosswalk markings. Option: 13For added visibility, the area of the crosswalk may be marked with white diagonal lines at a 45-degree angle to the line of the crosswalk or with white longitudinal lines parallel to traffic flow as shown in Figure 3B-19. 14 When diagonal or longitudinal lines are used to mark a crosswalk, the transverse crosswalk lines may be omitted Guidance: 14a This type of marking should be used at locations where substantial numbers of pedestrians cross without any other traffic control device, at locations where physical conditions are such that added visibility of the crosswalk is desired, or at places where a pedestrian crosswalk might not be expected. 15 If used, the diagonal or longitudinal lines should be 12 to 24 inches wide and separated by gaps of 12 to 60 inches. The design of the lines and gaps should avoid the wheel paths if possible, and the gap between the lines should not exceed 2.5 times the width of the diagonal or longitudinal lines. Option: 16 When an exclusive pedestrian phase that permits diagonal crossing of an intersection is provided at a traffic control signal,a marking as shown in Figure 3B-20 may be used for the crosswalk. Chapter 3B - Pavement and Curb Markings November 7,2014 Part 3 Markings California MUTCD 2014 Edition Page 684 (FHWA's MUTCD 2009 Edition,including Revisions 1 &2,as amended for use in California) Guidance: �7 Crosswalk markings should be located so that the curb ramps are within the extension of the crosswalk markings. Support: 18 Detectable warning surfaces mark boundaries between pedestrian and vehicular ways where there is no raised curb. Detectable warning surfaces are required by 49 CFR,Part 37 and by the Americans with Disabilities Act (ADA)where curb ramps are constructed at the junction of sidewalks and the roadway,for marked and unmarked crosswalks. Detectable warning surfaces contrast visually with adjacent walking surfaces, either light-on-dark,or dark-on-light. The"Americans with Disabilities Act Accessibility Guidelines for Buildings and Facilities (ADAAG)"(see Section 1A.11)contains specifications for design and placement of detectable warning surfaces. Standard: 19 Crosswalk markings near schools shall be yellow as provided in CVC 21368.See Part 7. Option: zo Pedestrian crosswalk markings may be placed at intersections, representing extensions of the sidewalk lines,or on any portion of the roadway distinctly indicated for pedestrian crossing. Refer to CVC 275. Guidance. 21 In general, crosswalks should not be marked at intersections unless they are intended to channelize pedestrians. Emphasis is placed on the use of marked crosswalks as a channelization device. 22 The following factors may be considered in determining whether a marked crosswalk should be used. A. Vehicular approach speeds from both directions. B. Vehicular volume and density. C. Vehicular turning movements. D. Pedestrian volumes. E. Roadway width. F Day and night visibility by both pedestrians and road users. G. Channelization is desirable to clarify pedestrian routes for sighted or sight impaired pedestrians. H. Discouragement of pedestrian use of undesirable routes. I. Consistency with markings at adjacent intersections or within the same intersection. Option: 23 Crosswalk markings may be established between intersections(mid-block)in accordance with CVC 21106(a). Guidance: 24 Mid-block pedestrian crossings are generally unexpected by the motorist and should be discouraged unless, in the opinion of the engineer there is strong justification in favor of such installation. Particular attention should be given to roadways with two or more traffic lanes in one direction as a pedestrian may be hidden from view by a vehicle yielding the right-of-way to a pedestrian. Option: 25 When diagonal or longitudinal lines are used to mark a crosswalk,the transverse crosswalk lines may be omitted. Standard: 26 However,when the factor that determined the need to mark a crosswalk is the clarification of pedestrian routes for sight-impaired pedestrians,the transverse crosswalk lines shall be marked. Option: 27 At controlled approaches, limit lines(stop lines) help to define pedestrian paths and are therefore a factor the engineer may consider in deciding whether or not to mark the crosswalk. 28 Where it is desirable to remove a marked crosswalk,the removal may be accomplished by repaving or surface treatment. Guidance: 29 A marked crosswalk should not be eliminated by allowing it to fade out or be worn away. Support: 30 The worn or faded crosswalk retains its prominent appearance to the pedestrian at the curb, but is less visible to the approaching road user. Standard: 31 Notification to the public shall be given at least 30 days prior to the scheduled removal of an existing marked crosswalk.The notice of proposed removal shall inform the public how to provide input related to the scheduled removal and shall be posted at the crosswalk identified for removal. Refer to CVC 21950.5 Chapter 3B Pavement and Curb Markings November 7,2014 Part 3 - Markings California MUTCD 2014 Edition Page 685 (FHWA's MUTCD 2009 Edition,including Revisions 1 &2,as amended for use in California) Option: 32 Signs may be installed at or adjacent to an intersection directing that pedestrians shall not cross in a crosswalk indicated at the intersection in accordance with CVC 21106(b). 33 White PED XING pavement markings may be placed in each approach lane to a marked crosswalk, except at intersections controlled by traffic signals or STOP or YIELD signs. Section 3B.19 Parking Space Markings Support: of Marking of parking space boundaries encourages more orderly and efficient use of parking spaces where parking turnover is substantial.Parking space markings tend to prevent encroachment into fire hydrant zones,bus stops, loading zones,approaches to intersections,curb ramps,and clearance spaces for islands and other zones where parking is restricted. Examples of parking space markings are shown in Figure 3B 21 3B-21(CA). Standard: 02 Parking space markings shall be white. Option: 03 Blue lines may supplement white parking space markings of each parking space designated for use only by persons with disabilities. Support: 04 Additional parking space markings for the purpose of designating spaces for use only by persons with disabilities are discussed in Section 3B.20 and illustrated in Figure 3B 22 3B-22(CA).The design and layout of accessible parking spaces for persons with disabilities is provided in the"Americans with Disabilities Act Accessibility Guidelines (ADAAG)"(see Section 1A.11). Support: 05 Refer to CVC 22500 through 22522 for parking space markings. 06 Refer to Section 2B.39 for Parking Regulations. Policy on Parking Restrictions Option: 07 Local authorities may, by ordinance, provide for the establishment of parking meter zones and cause streets and highways to be marked with white lines designating parking spaces. Refer to CVC Section 22508. Standard: 08 Where the proposed zones are on State highways,the ordinances shall be approved by Caltrans. 09 Local authorities shall furnish a sketch or map showing the definite location of all parking meter stalls on State highways before Caltrans approval is given. Support: 10 The District Directors have been delegated the authority to approve such ordinances. „The desirable dimensions of parking meter stalls are 8 feet by 24 feet with a minimum length of 20 feet, Guidance: 12 At all intersections, one stall length on each side measured from the crosswalk or end of curb return should have parking prohibited.A clearance of 6 feet measured from the curb return should be provided at alleys and driveways. 13 At signalized intersections parking should be prohibited for a minimum of 30 feet on the near side and one stall length on the far side. See Figure 3B-21(CA). Standard: 14 The departmental approval for the installation of the parking meters shall be covered by an encroachment permit. Chapter 3B Pavement and Curb Markings November 7,2014 Part 3 Markings California MUTCD 2014 Edition Page 1283 (FHWA's MUTCD 2009 Edition,including Revisions 1 &2,as amended for use in California) CHAPTER 7C. MARKINGS Section 7C.01 Functions and Limitations Support: of Markings have definite and important functions in a proper scheme of school area traffic control. In some cases,they are used to supplement the regulations or warnings provided by other devices, such as traffic signs or signals. In other instances, they are used alone and produce results that cannot be obtained by the use of any other device. In such cases they serve as an effective means of conveying certain regulations,guidance,and warnings that could not otherwise be made clearly understandable. 02 Pavement markings have some potential limitations.They might be obscured by snow,might not be clearly visible when wet, and might not be durable when subjected to heavy traffic. In spite of these potential limitations, they have the advantage,under favorable conditions, of conveying warnings or information to the road user without diverting attention from the road. Section 7C.02 Crosswalk Markings Standard: 0oa When transverse crosswalk lines are used,they shall be solid white or yellow,marking both edges of the crosswalk,except as noted in the Option. Refer to CVC 21368.They shall be not less than 12 inches nor greater than 24 inches in width. Guidance: 00b If transverse crosswalk lines are used to mark a crosswalk, the gap between the lines should not be less than 6 feet. If diagonal or longitudinal lines are used without transverse lines to mark a crosswalk, the crosswalk width should not be less than 6 feet. 00c Crosswalk lines on both sides of the crosswalk should extend across the full width of pavement or to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks. of Crosswalks should be marked at all intersections on established routes to a school where there is substantial conflict between motorists, bicyclists, and student movements; where students are encouraged to cross between intersections; where students would not otherwise recognize the proper place to cross;or where motorists or bicyclists might not expect students to cross (see Figure 7A-1). 02 Crosswalk lines should not be used indiscriminately. An engineering study considering the factors described in Section 3B.18 should be performed before a marked crosswalk is installed at a location away from a traffic control signal or an approach controlled by a STOP or YIELD sign. 03 Because non-intersection school crossings are generally unexpected by the road user, warning signs (see Sections 7B.11 and 7B.12)should be installed for all marked school crosswalks at non-intersection locations. Adequate visibility of students by approaching motorists and of approaching motorists by students should be provided by parking prohibitions or other appropriate measures. Support: 04 Section 3B.18 contains provisions regarding the placement and design of crosswalks, and Section 3B.16 contains provisions regarding the placement and design of the stop lines and yield lines that are associated with them. Provisions regarding the curb markings that can be used to establish parking regulations on the approaches to crosswalks are contained in Section 3B.23. Support: 05 Examples of school area signing, markings,flashing beacons and overhead school signs are shown in Figures 7B-1(CA), 7B-5(CA), 7B-4 through 7B-6 and Figures 7B-101(CA)through 7B-104(CA). 06 Refer to CVC 21368 for crosswalks near schools. Standard: 07 Whenever a marked pedestrian crosswalk has been established in a roadway contiguous to a school building or school grounds,it shall be yellow. If any one of the crosswalks is required to be yellow at an intersection,then all other marked pedestrian crosswalks at that intersection shall also be yellow.Refer to CVC 21368. Chapter 7C Markings November 7,2014 Part 7 Traffic Control for School Areas California MUTCD 2014 Edition Page 1284 (FHWA's MUTCD 2009 Edition,including Revisions 1 &2,as amended for use in California) Option: 08 A marked pedestrianC0S3w8|kmavb8mel|0wif the nearesint of the crosswalk is not more than 600 feet from a school buildinh |g0UOd5. RSfe[k)CVC213O8. 09A0Urh8Up8U8SUi8nC0s5w8|knl8yD8V8U0Nif the nearest point of the crosswalk is not more than 2800 feet from a school building or school grounds and there are no intervenincrosswalks other than those contius to the school grounds, and it appears that the facts and circumstances require special marking for the protection and safety of persons attending the school. Refer k)CVC 2l388. Guidance: 10 Diagonal or longitudinal markings should be used when a crosswalk is marked at an uncontrolled crossing location. The diagonal or longitudinal lines should be 72 to 24 inches wide and spaced 12 to 60 inches apart. The spacing design should avoid the wheel paths. Option: For added visibility,the area of a crosswalk may be marked with white or yellow diagonal lines at a 45-degree angle to the line of the crosswalk or with white or yellow longitudinal lines parallel to traffic flow. Refer to CVC 21368.When diagonal or longitudinal lines are used to mark a crosswalk, the transverse crosswalk lines may be omitted. Section 7C.03 Pavement Word9 Symbol, and Arrow Markings 01 ' '`, '' - a a " , -' •' ''. ', '' •, ' " v .." ,''' . '' '' Cyivaocc: 02 If thc two lanc SCHOOL word marking is used, the kttcrs should bc 10 fcct or more in height Support: mScodoo3Q.2Ouootuioopooviuiooxrc8ucdiogotbervvord, oymhol,uoducrovvpuvemeotmuaddogoAbutouohc used to guide,warn,or regulate traffic. Standard: w|fused,dlmSCHOOLpoxern8ntmarhingshom/ninFigure7C4O1(CA)shoUbeusedanditsha||beregtriob*dhoa single lane. 05 On State be in accordance with Caliran 'Standard Plans See Section 1A.71 for more information regarding this publication. Standard: 06 The SLOW SCHOOL XING marking shall be used in accordance with the provisionscf CVC 21368 in advance of all yellow school crosswalks(see Fi7C-101(CA)).Thhall not be used where the crossing is controlled by stop signs,traffic signals,or yield signs.They shall be yellow,with the word XING at least 100 feet in advance of the school crosswalk. Option: mThe SCHOOL X|NGmarking and crosswalks may b8used atremote locations outside O[the school zone. Support: asRemote crosswalk locations are locations near schools,which are not included iOCVC 2l3G8criteria.Also refer 03 Section 7C.03. Standard: 09 If the SCHOOL XING marking and crosswalks are used at remote locations outside of the school zone,they shall not be yellow(Refer to CVC 21368),but white. Guidance: 10 The SCHOOL XING marking should be used in advance of all white school crosswalks. Option: The SCHOOL marking may b8used with the School Assemblies A(C/)O[C(C/). except 8tlocations where SLOW SCHOOL XING markings are required. Standard: 12 If the SCHOOL marking is used with the School Assemblies A(CA)or C(CA)(See Section 7B.11),it shall be yellow. Chapter 7C- Markings November 7,2014 Part 7 -Traffic Control for School Areas Attachment # California MUTCD 2014 Edition Page 129 (FHWA's MUTCD 2009 Edition,including Revisions I &2,as amended for use in California) Support: 17 Caltrans will grant such permission only when an investigation indicates that the STOP(R1-1)sign will benefit traffic. Section 2B.06 STOP Sign Applications Guidance: of At intersections where a full stop is not necessary at all times, consideration should first be given to using less restrictive measures such as YIELD signs(see Sections 213.08 and 21109). 02 The use of STOP signs on the minor-street approaches should be considered if engineeringjudgment indicates that a stop is always required because of one or more of the following conditions: A. The vehicular traffic volumes on the through street or highway exceed 6,000 vehicles per day; B.A restricted view exists that requires road users to stop in order to adequately observe conflicting traffic on the through street or highway:and/or C. Crash records indicate that three or more crashes that are susceptible to correction by the installation of a STOP sign have been reported within a I2-month period, or that five or more such crashes have been reported within a 2-year period. Such crashes include right-angle collisions involving road users on the minor-street approach failing to yield the right-of-way to traffic on the through street or highway. Support: of The use of STOP signs at grade crossings is described in Sections 8B.04 and 8B.05. Section 2B.07 Multi-Way Stop Applications Support: oi Multi-way stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multi-way stops include pedestrians,bicyclists,and all road users expecting other road users to stop. Multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal. 02 The restrictions on the use of STOP signs described in Section 2B.04 also apply to multi-way stop applications. Guidance: of The decision to install multi-way stop control should be based on an engineering study. 04 The following criteria should be considered in the engineering study for a multi-way STOP sign installation: A. Where traffic control signals are justified, the multi-way 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. Five or more reported crashes in a 12-month period that are susceptible to correction by a multi way stop installation. Such crashes include right-turn 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 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in Items 1 and 2. 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: 05 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 negotiate the intersection unless conflicting cross traffic is also required to stop; and Chapter 213 Regulmory Signs, anicades,and Gates Nos eunber 7,2014 Part 2 Signs California CD 2014 Edition Page 130 (FHWA's MUTCD 2009 Edition,including Re%isions I &2,as amended for use in California) D. An intersection of two residential neighborhood collector(through)streets of similar design and operating characteristics where multi-way stop control would improve traffic operational characteristics of the intersection. Section 2B.08 YIELD Sign (R1-2) Standard: oi 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: 02 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 to a speed that is reasonable for the existing conditions or stop when necessary to avoid interfering with conflicting traffic. Section 2B.09 YIELD Sign Applications Option: oi YIELD signs may be installed: A. On the approaches to a through street or highway where conditions are such that a full stop is not always required. B. At the second crossroad of a divided highway,where the median width at the intersection is 30 feet or greater. In this case,a STOP or YIELD 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. C. For a channelized turn lane that is separated from the adjacent travel lanes by an island,even if the adjacent lanes at the intersection are controlled by a highway traffic control signal or by a STOP sign. D. At 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. E. Facing the entering roadway for a merge-type movement if engineering judgment indicates that control is needed because acceleration geometry and/or sight distance is not adequate for merging traffic operation. Standard: 0.1A YIELD(RI-2)sign shall be used to assign right-of-way at the entrance to a roundabout.YIELD signs at roundabouts shall be used to control the approach roadways and shall not be used to control the circulatory roadway. of Other than for all of the approaches to a roundabout,YIELD signs shall not be placed on all of the approaches to an intersection. Section 2B.10 STOP Sign or YIELD Sign Placement Standard: oi The STOP or YIELD sign shall be installed on the near side of the intersection on the right-hand side of the approach to which it applies.When the STOP or YIELD sign is installed at this required location and the sign visibility is restricted,a Stop Ahead sign(see Section 2C.36)shall be installed in advance of the STOP sign or a Yield Ahead sign(see Section 2C.36)shall be installed in advance of the YIELD sign. 02 The STOP or YIELD 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. 1$^ YIELD signs shall not be erected upon the approaches to more than one of the intersecting streets.Refer to CVC 21356. na STOP signs and YIP D signs shall not he mounted on the same post. 04 No items other than inventory stickers,sign installation dates,and bar codes shall be affixed to the fronts of STOP or YIELD signs,and the placement of these items shall be in the border of the sign. 05 No items other than official traffic control signs, inventory stickers,sign installation dates,anti- vandalism stickers,and bar codes shall be mounted on the backs of STOP or YIELD signs. D6 No items other than retroreflective strips(see Section 2A.21)or official traffic control signs shall be mounted on the fronts or backs of STOP or YIELD signs supports. Chapter 2B Regulator) Signs,Barricades,and Gates No ember 7,2014 Part 2 Signs Page 52 ��6clluua I Lt{ti-fl von Section 2B 06 a Y1 em-l C f-91.40 PgIJIG pl-�J 2009 Edition Guidance: u-rc`j?) 01 At intersections where a full stop is not necessary at a times, consideration should first he given to using less restrictive measures such as YIELD signs(see Sections 2B.08 and 28.09). 02 The use of STOP signs on the minor-street approaches should be considered if engineering judgment indicates that a stop is always required because of one or more of the following conditions: A. The vehicular traffic volumes on the through street or highway exceed 6,000 vehicles per day; B. A restricted view exists that requires road users to stop in order to adequately observe conflicting traffic' on the through street or highway;and/or C. Crash records indicate that three or more crashes that are susceptible to correction by the installation of a STOP sign have been reported within a 12-month period, or that five or more such crashes have been reported within a 2-year period. Such crashes include right-angle collisions involving road users on rise minor-street approach failing to yield the right of way to traffic on the through street or highway. Support: 03 The use of STOP signs at grade crossings is described in Sections 8B.04 and 8B.05. Section 2B.07 Multi-Way Stop Applications Support: 01 Multi-way stop control can be useful as a safety measure at intersections if certain traffic condition,c\ist. Safety concerns associated with multi-way stops include pedestrians,bicyclists,and all road users expecting other road users to stop. Multi-way stop control is used sshere the volume of°traffic on the intersecting roads is approximately equal. 02 The restrictions on the use of STOP signs described in Section 2B.04 also apply to multi way stop applications, Guidance: 03 The decision to install multi-way stop control should be based on an engineering studs. 04 The following criteria should be considered in the engineering study for a multi-way°STOP.sign installation: A. Where traffic control signals are justified, the multi-was'stop is an interim measure that can he installed quickly to control traffic while arrangements are being made for the installation of the traffic' control signal. B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multistay stole installation. Such crashes include right turn and left-turn collisions as well as right-angle collisu+ns. 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 traits per hour for the same 8 hours, ►t^itl►an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest lour;but 3. If the 85''''percentile approach speed of the major-street traffic exceeds 40 mph, the mininuun vehicular volume warrants are 70 percent of the values provided in Items I and 2. 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: 0s 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 sshere a road user,after stopping,cannot see conflicting traffic and is not able to 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 multi-way stop control would improve traffic operational characteristics of the intersection.. ',c:u 20 06 tan 20.07 flaw,°o.ut000bxuyr 2009 CITY OF UKIAH MEMORANDUM DATE: July 7, 2017 TO: Traffic Engineering Committee FROM: Rick Seanor, Deputy Director of Public Works p SUBJECT: Discussion and Possible Action Regarding STOP sign request—West Mill Street at South Oak Street Agenda Item 5b. REQUEST: The Traffic Engineering Committee (TEC) received a request from Mr. John Mistry, owner of the Prime Market at 295 W. Mill St. to post STOP signs on W. Mill St. at its intersection with S. Oak Street, Attachment "A". Mr. Mistry noted in his request that the valley gutters on each side of Mill Street have the effect of causing drivers to slow suddenly when crossing the intersection. This, according to Mr. Mistry, leaves the slowing vehicles exposed to cross traffic and potential collisions from vehicles on W. Mill St. DISCUSSION: A photomap of the intersection, Attachment "B", has been provided for reference. Please note the locations of the valley gutters on the photomap as well as the location of the red curb— no parking zones on both sides of all approaches to the intersection. Vehicles crossing at this intersection have the added benefit of the 8-foot wide parking lanes when crossing W. Mill St. In other words, a car slowing for the valley gutters would be clear of the travel lanes when crossing the intersection. In addition, drivers have the obligation to make sure they have safe clearance from cross traffic before entering the intersection. For reference, excerpts on STOP signs from the California Manual of Uniform Traffic Control Devices(MUTCD) 2014 Edition and the Federal Highway Administration (FHWA) Manual of Uniform Traffic Control Devices 2009 Edition are provided as Attachment "C". At the subject intersection there are existing STOP signs posted for northbound and southbound traffic on S. Oak Street. W. Mill St. at this location has two lanes, one eastbound and one westbound, with no restrictions on parking with the exception of the red curb at the approaches to the intersection. During the period (January 1, 2013 - December 31, 2016) there were five reported collisions at this intersection. The following is a summary of the reported collisions: Page 2 STOP sign request—West Mill Street at South Oak Street July 7,2017 Intersection of S. Oak St. and Mill St. Date of Collision type of direction vehicles Vehicle collision were travelling Code cited May 28, 2014 broadside NB vs. WB 21802A July 18, 2014 broadside SB vs. EB 21802A driver hit parked April 27, 2015 sideswipe cars 22107 March 31, 2016 head on WB vs. EB 21801A May 4, 2016 broadside NB vs. EB 21802A Please find attached the respective sections of the California Vehicle Code (CVC) which were cited in the collisions,Attachment"D". On S. Oak St., in accordance with CVC 21802(a), drivers must stop at Mill Street and only cross when they can proceed with reasonable safety to clear the intersection. On April 30, 2012, the recorded ADT(average daily traffic)for W. Mill St. (between Highland Dr. and S. State St.) was 2,824 vehicles. On May 10, 2012, the recorded ADT for N. Oak Street (between Perkins St. and Low Gap Road)was 1,599 vehicles.Although this ADT count does not include the intersection location, staff believes there is a similar volume of vehicles on this section of S. Oak St. Staff evaluated the W. Mill St. / S. Oak St. intersection for a multi-way STOP application in accordance with the guidance criteria of the California MUTCD and the FHWA MUTCD (Attachment "C"). W. This intersection does not satisfy the guidance criteria therefore STOP signs are not recommended. RECOMMENDATION: Deny the request for STOP signs on W. Mill St. at S. Oak Street based on engineering staff's analysis that the intersection does not meet the warrants for multi-way STOP control as published in the California MUTCD and the FHWA MUTCD. enc. cc: Mr. John Mistry, Prime Market, 295 W. Mill St. file ,thir Rick Seanor From: Kevin Doble Sent: Wednesday, June 21, 2017 2:12 PM To: Ben Kageyama Cc: primemarket295@gmail.com; Rick Seanor Subject: Request for Stop Signs on West Mill &Oak St. Ben, I received a request from the business owner of the Prime Market located at 295 West Mill Street. The request is for 'STOP'signs to be placed at both the westbound and eastbound lanes of West Mill Street at its intersection of Oak St. I believe this request is valid and deserves consideration at the Traffic Engineering Committee. If you visit this intersection you will see that West Mill Street has a deeper than normal Valley Gutter on both sides of the street.The owner expressed to me that there have been many accidents at this intersection and that the Valley Gutter condition causes drivers to have to slow considerably after entering the intersection,which leaves the vehicle on Oak Street exposed to drivers on West Mill,often unexpectedly. I tend to agree with this,as I too have had close calls there. The owners Name is John Mistry and he is copied on this email. Could you please get in touch with him and review his request, and if possible assist him with bringing this forward to the TEC. Best Regards, • tty of Ukiah Kevin.Doble, Vice Mayor 707-291-4924 300 Seminary Mc Ukiah,Ca 95482 1 r Attachment# California MUTCD 2014 Edition Page 129 (FHWA's MUTCD 2009 Edition,including Revisions I &2,as amended for use in California) Support: 17 Caltrans will grant such permission only when an investigation indicates that the STOP (R1-1)sign will benefit traffic. Section 2B.06 STOP Si!,n A• •lications Guidance: at At intersections where a full stop is not necessary at all times, consideration should first be given to using less restrictive measures such as YIELD signs (see Sections 2B.08 and 213.09). 02 The use of STOP signs on the minor-street approaches should be considered if engineeringjudgment indicates that a stop is always required because of one or more of the following conditions: A. The vehicular traffic volumes on the through street or highway exceed 6,000 vehicles per day; B.A restricted view exists that requires road users to stop in order to adequately observe conflicting traffic on the through street or highway;and/or C. Crash records indicate that three or more crashes that are susceptible to correction by the installation of a STOP sign have been reported within a 12-month period, or that five or more such crashes have been reported within a 2-year period. Such crashes include right-angle collisions involving road users on the minor-street approach failing to yield the right-of-way to traffic on the through street or highway. Support: 03 The use of STOP signs at grade crossings is described in Sections 813.04 and 813.05. Section 2B.07 Sto• A• •lications Support: at Multi-way stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multi-way stops include pedestrians, bicyclists,and all road users expecting other road users to stop. Multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal. 02 The restrictions on the use of STOP signs described in Section 213.04 also apply to multi-way stop applications. Guidance: in The decision to install multi-way stop control should be based on an engineering study. G4The following criteria should be considered in the engineering study for a multi-way STOP sign installation: A. Where traffic control signals are justified, the multi-way 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. Five or more reported crashes in a 12-month period that are susceptible to correction by a multi way stop installation. Such crashes include right-turn 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. ff the 85rh-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in Items 1 and 2. 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: as 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 negotiate the intersection unless conflicting cross traffic is also required to stop; and Chapter 2B—Regulatory Sgns,Barricades,and Gates Nor,eraber 7,2014 Part 2 Sogns California CD 2014 Edition Page 130 (FHWA's MUTCD 2009 Edition,including Recisions I &2,as amended for use in California) D.An intersection of two residential neighborhood collector(through)streets of similar design and operating characteristics where multi-way stop control would improve traffic operational characteristics of the intersection. Section 2B.08 YIELD Sign (R1-2) Standard: oi 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: 02 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 to a speed that is reasonable for the existing conditions or stop when necessary to avoid interfering with conflicting traffic. Section 2B.09 YIELD Sign Applications Option: in YIELD signs may be installed: A.On the approaches to a through street or highway where conditions are such that a full stop is not always required. B. At the second crossroad of a divided highway,where the median width at the intersection is 30 feet or greater. In this case,a STOP or YIELD 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. C. For a channelized turn lane that is separated from the adjacent travel lanes by an island,even if the adjacent lanes at the intersection are controlled by a highway traffic control signal or by a STOP sign. D. At 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. E. Facing the entering roadway for a merge-type movement if engineering judgment indicates that control is needed because acceleration geometry and/or sight distance is not adequate for merging traffic operation. Standard: 02 A YIELD(R1-2)sign shall be used to assign right-of-way at the entrance to a roundabout.YIELD signs at roundabouts shall be used to control the approach roadways and shall not be used to control the circulatory roadway. al Other than for all of the approaches to a roundabout,YIELD signs shall not be placed on all of the approaches to an intersection. Section 2B.10 STOP Sign or YIELD Si n Placement Standard: oi The STOP or YIELD sign shall be installed on the near side of the intersection on the right-hand side of the approach to which it applies. When the STOP or YIELD sign is installed at this required location and the sign visibility is restricted,a Stop Ahead sign(see Section 2C.36)shall be installed in advance of the STOP sign or a Yield Ahead sign(see Section 2C.36)shall be installed in advance of the YIELD sign. 02 The STOP or YIELD 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. o,D YIELD signs shall not be erected upon the approaches to more than one of the intersecting streets.Refer to CVC 21356. in STOP signs and YIFI D signs shall not he mounted on the same post. 04No items other than inventory stickers,sign installation dates,and bar codes shall be affixed to the fronts of STOP or YIELD signs,and the placement of these items shall be in the border of the sign. 05 No items other than official traffic control signs, inventory stickers,sign installation dates,anti- vandalism stickers,and bar codes shall be mounted on the backs of STOP or YIELD signs. 06 No items other than retroreflective strips(see Section 2A.21)or official traffic control signs shall be mounted on the fronts or backs of STOP or YIELD signs supports. Chapter 2B Regulator} Signs,Barricades,and Gates No%ember 7,2014 Part 2 Signs Mama I A: 1114Ift*In Page 52 2009 Edition re. e. EAMITO TC Section 2B.06 • ' • 4, • • ' '• • -17)Pali Ge* Guidance: 01 At intersections where aft,!!stop is not necessary at all consideration should first he given to using less restrictive measures such as YIELD signs(see Sections 213.08 and 2B.09). 02 The use of STOP signs on the minor-street approaches should be considered if engineering judgment indicates that a stop is always required because of one or more of the following conditions: A. The vehicular traffic volume.son the through street or highwas exceed 6,000 chic les per das; B. A restricted view exists that requires road users to stop in order to adequately observe conflicting traffic' on the through street or highway;and/or C. Crash records indicate that three or more crashes that are susceptible to correction by the installation of a STOP sign have been reported within a 12-month period, or that five or more such crashes have been reported within a 2-year period. Such crashes include right angle collisions involving road users on the minor-street approach failing to yield the right of wco. to traffic on the through street or highwas Support: 03 The use of STOP signs at grade crossings is described in Sections 8B.04 and 8B.05. Section 2B.07 u .- A : ei . . 11 Support: 01 Multi-was stop control can be useful as a safets measure at intersections if certain traffic conditions(Am. Safety concerns associated with multi-way stops include pedestrians,bicyclists,and all road users expecting other road users to stop. MUILi-Is ay stop control is used where the volume of traffic on the intersecting roads is approximately equal. 02 The restrictions on the use of STOP signs described in Section 2B.04 also apply to multi-way stop applications. Guidance: 03 The decision to install multi-way stop control should be based on an engineering studs 04 The following criteria should be considered in the engineering study for a multi war STOP sign installation: A. Where traffic control signals are justified, the multi way stop is an interim measure that can he installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. Five or more reported crashes in a 12 month period that are susceptible to correc lion Its a multi way stop installation. Such crashes include right turn 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 aserage day;and 2. The combined s.ehicular,pedestrian,and bicycle volume entering the intersection from the minor street approaches(toted of both approaches)averages at least 200 units per hour for the sante 8 hours, rtith an average delay to minor-street vehu War traffic of at least 30 seconds per vehicle during the highest hour;but 3. If the 8.51' percentile approach speed of the major street traffic.exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in Items I and 2. D. Where no single criterion is satisfied, but where Criteria B, CI, and C.2 are all satisfied to 80 percent of the mininuun values. Criterion C.3 is excluded from this condition. Option: 05 Other criteria that may be considered in an engineering study include A. The need to control left-turn conflicts; B. The need to control Nehicle/pedestrian conflicts near locations that generate high pedestrian OIUMCS C. Locations where a road user,after stopping,cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop;and a An intersection of two residential neighborhood collector(through)streets of similar design and operating characteristics where multi-way stop control would improve traffic operational characteristics of the intersection Scu 2T1 hD 28 Cl Det kODth‘l?MN Page lofl � �� Attachment # ^ �� UJ VEHICLE CODE-VEH DIVISION it. RULES OF THE ROAD [21000 - 23336] ( Division 11 enacted by Stats. 1959, Ch. 3. ) C 'TER 4, [21800-21009] ( Chapter 4 enacted by Stats. 1959, Ch. 3. ) (a)The driver of any vehicle approaching a stop sign at the entrance to,or within,an intersection shall stop as required 6ySection 2245O The driver shall then yield the ri8ht-of-wuyouany vehicles which have 21802. approached from another highway,or which are approaching so closely as to constitute an immediate hazard, and shall continue to yield the right-of-way to those vehicles until he or she can proceed with reasonable safety. (b)A driver having yielded as prescribed in subdivision(a)may proceed to enter the intersection,and the drivers of all other approaching vehicles shall yield the right-of-way to the vehicle entering or crossing the intersection. (c)This section does not apply where stop signs are erected upon all approaches to an intersection. (Amended by Stats, 1988, Ch. 623, Sec. 3.) Page 1 of 1 LUJ VEHICLE CODE -VEH DIVISION ii. RULES OF THE ROAD [21000 - 23336] ( Division 11 enacted by Stats. 2959Ch. 3. > C 'TER 4. Righ [21800-21809] ( Chapter 4 enacted by Stats. 2959. [h. 3. ) (a)The driver ola vehicle intending to turn to the left or to complete a U-turn upon a highway,or to turn left into public or private propertalley, orunshall yield the rigk1'of-w/uytoall vehicles approaching from the 21501.. opposite direction which are close enough to constitute a hazard at any time during the turning movement, and shall continue to yield the right-of-way to the approaching vehicles until the left turn or U-turn can be made with reasonable safety. (b) A driver having yielded as prescribed in subdivision(a),and having given a signal when and as required by this code, may turn left or complete a U-turn,and the drivers of vehicles approaching the intersection or the entrance to the property or alley from the opposite direction shall yield the right-of-way to the turning vehicle. (Amended by Stats, /yV3. Ch. J7J. Sec. 48Effective August J. /093.) bttp://lcgiufo.\egiolaiorc.ca.gov/fareS/pciotCOdeSootiooWiodovv.xhtool?lovvC0dc=\/EH&aec... 7/8/2017 Page 1 of 1 VEHICLE CODE -VEH DIVISION ii. RULES OF THE RO I [21000 - 23336] ( Division 11 enacted by Stats. 1959, Ch. 3. ) C ' ER 6. Turning . d Stopping and Turning Signals [22100- 22113] ( Chapter 6 enacted by Stats. 1959, Ch. 3. ) No person shall turn a vehicle from a direct course or move right or left upon a roadway until such movement 22107can be made with reasonable safety and then only after the giving of an appropriate signal in the manner . provided in this chapter in the event any other vehicle may be affected by the movement. (Amended by Stats. 1959, Ch. 1996.) http://leginfo.legislature.ca.gov/faces/printCodeSeetionWindow.xhtml?lawCode-VEFI&sec... 7/6/20 17