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HomeMy WebLinkAbouttecp_041195TRAFFIC ENGINEERING COMMIrrrrEE UKIAH CIVIC CENTER Conference Room 3 300 Seminary Avenue Ukiah, California 95482 APRIL 11, 1995 5:30 P.M. AGENDA KENNEDY, DEWEY, FERNANDEZ, FORD, HARRIS, LOONEY AND TURNER I. CALL TO ORDER II. APPROVAL OF MINUTES: FEBRUARY 14, 1995 MARCH 14, 1995 III. 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. IV. DISCUSSION/ACTION ITEMS: NEW BUSINESS a. Presentation by Dave Morrow, Air Quality Management District, Regarding Stop Signs in the City of Ukiah b. Traffic Engineering Committee Referrals from Planning Commission V. COMMITTEE MEMBER REPORTS VI. MISCELLANEOUS ITEMS a. Spring 1995 Traffic Safety Update Report of Caltrans VII. ADJOURNMENT R:1\TEC AN1195 TRAFFIC ENGINEERING COMMITTEE UKIAH CIVIC CENTER Conference Room 3 300 Seminary Avenue Ukiah, California 95482 MARCH 14, 1995 MINUTES MEMBERS PRESENT BUDROW, Kenneth FORD, Steve KENNEDY, Rick WOODS, Larry (Substitute for Jim Looney) DEWEY, Chris STAFF PRESENT Kathy Kinch Recording Secretary MEMBERS ABSENT FERNANDEZ, William HARRIS, Mike LOONEY, Jim TURNER, Steve - Chairman OTHERS PRESENT John Paju Donna Ruoff The Traffic Engineering Committee meeting was called to order by Vice -Chairman Budrow at 5:35 p.m. Roll was called with the results listed above. Vice -Chairman Budrow introduced Ukiah Police Officer Chris Dewey. Officer Dewey will be replacing Vice -Chairman Budrow on the Traffic Engineering Committee. Officer Dewey has expertise in the traffic and will greatly benefit the Committee. APPROVAL OF MINUTES The minutes of February 14, 1995, were not available. AUDIENCE COMMENTS ON NON -AGENDA ITEMS Vice -Chairman Budrow read "Audience Comments on Non -Agenda Items" to those present. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE I MARCH 14, 1995 DISCUSSION/ACTION ITEMS: NEW BUSINESS b. Reauest for a Two-Wav Ston at North Sorin Street and Willow Avenue -Donna Ruoff Rick Kennedy, advised a request has been received from Donna Ruoff for a 2 -way stop at North Spring Street and Willow Avenue. Her request follows a recent accident at the intersection involving her daughter, on February 27, 1995. The intersection of North Spring and Willow Avenue is currently uncontrolled. It has been verified from a recent field survey that visual obstructions for approaching motorists exist at the northwest, southeast, and northeast corners. A high hedge within the parkway and a fence obstruct the visual detection of west bound vehicles on Willow for northbound motorists on Spring Street. Trees and other vegetation on the corner lot at the northwest corner and parked cars on the north side of the Willow west approach obstruct the visual detection of east and west bound vehicles on Willow for south bound motorists on Spring. Between Clay Street and Walnut Avenue, there are currently 2 -way stops on Spring at Clay, Perkins, Standley, and Walnut and 2 -way stops on the intersecting streets of Smith and Church. The Willow and Spring intersection is the only intersection along Spring between Clay and Walnut that is uncontrolled. Willow extends approximately 300 feet west of Spring and dead ends at Dora and would be classified as the minor approach. As reported in SWITRS, there was one traffic accident on Spring Street 89 feet south of Willow between September 30, 1994 and January, 1990. The accident is reported as a non -collision involving a 15 year old male bicyclist. As relayed to Larry Woods by the requestor, the tow truck driver who removed the damaged vehicles from the incident location on February 27, 1995, stated that he has towed other cars from this location that had similar accidents. Pursuant to warrants published in the traffic manual, a stop sign may be warranted on a minor approach to the intersection where the safe approach speed to the intersection is less than 10 M.P.H. Given the visual obstructions as previously mentioned, the safe approach speed to this intersection is less than 10 M.P.H. It is recommended by the City Engineer that the Traffic Committee make a recommendation to City Council that a 2 -way stop be established at the intersection of Willow Avenue and North Spring Street, and the east and west bound traffic on Willow be required to stop. Officer Dewey advised he investigated the accident of February 27, 1995. He noted a week later he was driving with lights and siren, west bound on Willow, to assist another Officer, and missed the street because of the visual obstruction for approaching motorists. The visual indication of a stop sign would help find the street. Vice -Chairman Budrow asked if the stop sign will be hidden by the trees on Willow between Dora and Spring. Member Kennedy responded no. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE 2 MARCH 14, 1995 Discussion followed regarding "STOP" street markings are not required, however, a stop bar and sign are required; and the intersection is unsafe as an uncontrolled intersection at 10 M.P.H. ON A MOTION by Member Ford, seconded by Member Woods, it was carried by an all AYE vote, that the City Engineer recommend to the City Council to approve the request for a two-way stop at North Spring on Willow Avenue. UNFINISHED BUSINESS a. Reconsider Request for Red Curb South of Driveway at 617 South State Street (World Wide Travel) and Red Curb South and North of Driveway on Main Street - John Paiu and John Leonard Larry Woods, reported a request from John Paju, Worldwide Travel, 617 South State Street, sight distance is restricted by large trucks parked near the driveways resulting in unsafe conditions. The curve in Main Street adds to the problem. Mr. Paju has discussed this with Chief Keplinger and was given the impression that red curbs would be an appropriate solution. Member Kennedy advised the City's Municipal Code does not authorize the Public Works Director/City Engineer to establish "NO PARKING" zones. The Code specifically authorizes the Traffic Engineer of the City to establish such zones, and as defined in the Code, the Traffic Engineering Committee is the Traffic Engineer. John Paju, Worldwide Travel, expressed large vehicles park near the driveways making it very difficult for clear sight visibility when exiting and nearly creating accidents. There have been large vehicles parked in the parking spaces for 2 to 3 days at a time without moving. Vehicles travel at high rate of speed. Mr. Leonard of Home Federal Savings has discussed the possibility of raising the bank sign, because the sign creates an obstruction. Mr. Leonard has stated customers for the mexican restaurant park in the bank parking lot, and he has no problem with the restaurant customers using the parking lot. Mr. Paju is requesting safety for vehicles exiting the driveways. The one-way entrance driveway on State Street is used as an exit way onto State Street, however, there is no sign stating the driveway is one-way. Vice -Chairman Budrow asked when exiting the driveway onto Main Street, and vehicles parked on both sides, at what point do you stop before entering onto Main Street? Mr. Paju responded before the sidewalk. Vice -Chairman Budrow noted sight visibility for south bound traffic can be viewed from the sidewalk area, not through the vehicles. He expressed a concern to paint the curb red and eliminate on - street parking when the bank sign still creates an obstruction. Vehicles travelling south bound on Main Street cut the comer travelling to close to the curb prohibiting vehicles to safely pull out pass the sidewalk without being hit. Discussion followed regarding line of sight exiting from the driveways of the bank and travel agency because of vehicles parked in the parking spaces located between the two driveways; customers of the restaurant use the bank parking lot during evening hours when the bank is closed; the bank sign creates a sight obstruction; the curve on Main Street creates unsafe sight visibility; a vehicle can park on the street 72 hours without being moved; the Police Department would have to establish proof that a vehicle has been parked on the street 72 hours before the vehicle is towed or a request is made to the owner to move the vehicle; vehicles driving south bound on Main Street drive through the left turn pocket; vehicles MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE 3 MARCH 14, 1995 travelling south bound travel at a higher rate of speed than north bound; and the speed limit within the this area is 25 M.P.H. ON A MOTION by Member Kennedy, seconded by Member Ford, it was carried by an all AYE vote, that the Traffic Engineering Committee disregard the previous action that the request for a red curb south and north of the driveway on Main Street, be denied based on the fact there is no sight restrictions; and that the Traffic Engineering Committee approve the elimination of two parking spaces between the driveways located on Main Street of 617 and 607 South State Street, and establish a "NO PARKING" zone. FINISHED BUSINESS a. Request for the Removal of a "NO PARKING" Zone and the Establishment of a Loading Zone along State Street in Front of Motosports of Ukiah. 724 South State Street - Paul Kobetz Member Kennedy advised Mr. Paul Kobetz with Motosports of Ukiah is requesting the removal of an existing red curb zone between the two (2) drive aprons for the business property located at 724 South State Street and replacing the "NO PARKING" zone with a loading zone. Because of the limited and restricted off-street parking facilities for the business property, it is necessary that operators of delivery vehicles park in the red zone to make deliveries to Motosports. The operators are being issued parking tickets or warnings for parking in the red zone. Although the distance of the red zone between the drive aprons is short, it should be sufficient for the loading and unloading for deliveries. The City Manager and City Engineer support the establishment of the unloading zone. Pursuant to Section 7180 of the Ukiah Municipal Code, the Traffic Engineer is authorized to establish loading zones at the following locations: 1. At any place in the central traffic district or in any business district. 2. Elsewhere in front of the entrance to any place of business or in front of any hall or place used for the purpose of public assembly. Vice -Chairman Budrow expressed a concern that from Gobbi Street the No. 2 Lane (right-hand lane) is next to the curb and slowly angles away from the curb and parking spaces established in front of the business south of Motosports. He asked what is the road width from the curb to the center line. Member Kennedy asked are Officers writing parking violation tickets or responding to parking complaints. Vice -Chairman Budrow responded U.P.S. trucks block the roadway when parked in front of the business. Vice -Chairman Budrow advised he would like to review further the location of the mail boxes, the width of the roadway, and have all information brought back to the Committee. Member Kennedy suggested removing the small portion of sidewalk and construction of a continuous driveway. He agreed to waive the encroachment permit fees. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE 4 MARCH 14, 1995 Discussion followed regarding U.P.S. trucks are parked half on the curb between the two driveways and half in the roadway; vehicles can only drive forward into the driveway and back out onto State Street when leaving; there is no rear access; have U.P.S. trucks use the alleyway on the side of the business; moving the loading zone further south, however, there are two U.S. Mail boxes within that location; the mail boxes are not curb drops; move the center line to have the Number 1 lane 11 feet (from 12 feet), and the Number 2 lane would be wider; stripping is contracted out. ON A MOTION by Member Kennedy, seconded by Member Ford, it was carried by an all AYE vote, the Traffic Engineering Committee recommends, at the discretion of the City Engineer, if there is sufficient width for a travel lane and parking lane on South State Street, at the location between the two driveways, the Traffic Engineering Committee will approve a loading zone. If there is non -sufficient width for a travel lane and parking lane, the Traffic Engineering Committee denies the approval of a loading zone, and recommends the property owner remove the sidewalk and curb portion and construct one continuous driveway. C. Ston Sien on HastinLs Road at Commerce Drive - Jim Loonev. Public Works SUDerintenden Member Kennedy advised the intersection of Hastings Road, Commerce Drive and Airport Road is a 3 - way intersection with one stop sign on the north bound entrance from Airport Road. Vehicles traveling south on Hastings Road are at risk of colliding with vehicles making a left turn from Commerce Drive onto Airport Road. On numerous occasions it has been observed hesitation and uncertainty on the part of drivers on the non-regulated entrances to the intersection. California Department of Transportation traffic manual restricts the installation of a stop sign, at any entrance to an intersection controlled by an official signal or railroad crossing with an automatic signal. It is recommended that a stop sign be installed on Hastings Road at the south bound entrance to the Hastings -Commerce -Airport Road intersection. Vice -Chairman Budrow asked where would the stop sign be installed in regards to the driveway of the lumber yard. Member Kennedy responded the driveway is close to the intersection and the stop sign would be either south of or north of the driveway as determined best at time of installation. ON A MOTION by Member Ford, seconded by Member Kennedy, it was carried by an all AYE vote, the Traffic Engineering Committee recommends to the City Council to approve the installation of a stop sign on Hastings Road at Commerce Drive. COMMITTEE MEMBER REPORT None. MISCELLANEOUS ITEMS Vice -Chairman Budrow asked the status of the red curb on the north side of Ford Street, from North State Street back to were it widens out. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE 5 MARCH 14, 1995 Election of Chairman and Vice -Chairman. ADJOURNMENT There being no further business, the meeting adjourned at 6:30 p.m. Ken Budrow, Vice -Chairman Kathy Kinch, Recof4ing Secretary R:1= MOM" MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE 6 MARCH 14, 1995 DAVID FAULKNER Ali Pollution Control Officer PHILIP W. TOWLE Air Pollution Control Inspector March 21, 1995 ewo�i MUU COUNTY OF MENDOCINO AIR QUALITY MANAGEMENT DISTRICT COURTHOUSE UKIAH, CALIFORNIA 95482 Mr. Larry J. Woods Public Works Department City of Ukiah 300 Seminary Avenue Ukiah, CA 95482 Dear Mr. Woods: OFFICE LOCATION: 306 East Gobbi Street Ukiah, California (707) 463-4354 Last summer you and I discussed the seemingly high number of stops signs in Ukiah. The District wondered about the rational for placement of many signs, and how the system works overall. You provided the District with a stop sign inventory list, and city base maps. District staff has recently used colored dots to locate most of these stop signs on the base maps. It appears to us that many of the stop signs are located in sub -optimal locations, and that they create unnecessary impediments to free flowing traffic. Additionally, some stop signs, most notably on Dora Street, are flagrantly ignored by bicyclists and automobiles, probably because the sings are too frequent and annoying. In my opinion, routine violation of traffic signs indicates that an obvious public safety need is absent. This sentiment is present in the standard system of evaluation (warrants) for setting speed limits and posting traffic controls. A recent study (in Southern California) of two large stop light synchronization projects showed minimum pollution reductions of 15 %. The District believes that removing stop signs, if done in a cohesive manner designed to keep traffic moving at a safe steady speed, can help reduce air pollution here too. Automobiles are responsible for almost three-fourths of all ozone precursor (smog) emissions in the Ukiah Valley, and any low-cost method to reduce emissions is welcome. The District is currently at the maximum acceptable level for ambient ozone. The Draft Ukiah Valley General projects a significant population growth over the next 15 years, and predicts traffic levels will also increase. Therefore, we would like to undertake all low-cost traffic management programs possible now. We believe improving the coordination of stop signs in Ukiah is worthy of consideration for air pollution reasons alone, although it could have other benefits as well. Mr. Woods March 21, 1995 page 2 The District believes that some stop signs, especially on major corridors such as Dora, could be replaced with low cost traffic management devices such as neck downs or round -abouts. Replacing stop signs with these types of devices allows traffic to flow more smoothly, while still providing neighborhood safety by keeping auto speeds low. Traffic management devices often enhance pedestrian safety by reducing the distance required to cross a street. For example, necking down an intersection of a 36' wide street to 26' reduces the crossing distance by almost 40%. This could significantly improve the safety and comfort level of children, elderly, handicapped, and other non - automotive travelers. The City could consider planting trees in the middle of some excessively wide streets (i.e. Spring, Hortense), which reduces sight -lines and tends to slow traffic. This type of action has the additional benefits of cooling the neighborhood with shading, reduces the amount of impermeable surface which creates runoff, beautifies the area (increasing property values) and reduces the amount of pavement the City must maintain. These suggestions are offered simply as brain teasers, or ways to stimulate creative thinking by the Traffic Engineering Committee. I would like to schedule an appointment to meet with your Traffic Engineering Committee, and show the base maps we have prepared. These indicate where stop signs are most prevalent, and indicates what main corridors could be considered for optimization. I think it would also be helpful to have traffic counts for some main roads at the same meeting, so the committee could consider optimizing routes that could reduce pollution from the greatest number of vehicles. Since I do not have access to these numbers, perhaps you could provide them (as available). Thank you for considering this request, and I hope the committee will invited me to attend a meeting on this subject soon. If you have any questions or concerns, please contact me at 463-4692. Sincerely, Dave Morrow Air Quality Planner c: S. Turner, Chair TEC chron dm.menco.corsmkiah. uafwm Ldoc MEMORANDUM DATE: March 20, 1995 TO: Rick Kennedy, City Engineer FROM: Dave Lohse, Associate Planner SUBJECT: Traffic Engineering Committee Referrals The Planning Commission has directed the Planning Department to refer two traffic - related problems to the Traffic Engineering Committee for review and possible abatement. The first referral concerns the intersection of South Spring Street and Mill Street, which tapers down south of Mill Street. Members of the Commission indicate that the narrowing of Spring Street at this point makes all southbound turns difficult when the street is vacant, but that it is even more difficult and, possibly, unsafe when vehicles are parked on one or both sides. Specifically, the Commission would like the Committee to examine the possibility of restricting parking in the immediate vicinity of the intersection and/or other methods to allow easier passage along Spring Street. The Planning Commission also expressed concern that vehicles were traveling at excessive speeds along West Standley Avenue, west of its intersection with Dora Avenue. The Commission requested that the Committee consider ways to ensure that traffic is restricted to the legal speed limit. The Planning Commission also mentioned that there was an area along Mendocino Drive located immediately south of the playing fields for Yokayo Elementary School that had sandy materials that could cause bikes and vehicles to slide. I did not feel this was necessarily a problem for the Traffic Engineering Committee, but I did think that the Engineering Department should be notified. If you have questions about any of these matters, please contact me. I would also appreciate it if you could notify me if, and when, these matters are placed on a Committee agenda. �A A a ANION / E SIAOIVM / f 7GIORNO AV I ' lNTOWN UKIAH, STREETS S EAST OR WEST FROM 3TATEST.;ANDNORTHOR ;ROSSING OF PERKINS ST NEaEY s SNNIE r ILl6REST AV. N IR{ A MENDOCINO DR' CITY OE UNIAH Ili _ WIIEP aE5EAV0j! • M NOOC'INO AV . MED CIF. pOCHRPNE � AV. 1 a +r LOC[ EOF Cery EAST PERKINS `ST. VIC A00MM. $T. S BP NO. A.A. -, P M i SIT 9 UIIIUOE _ OBSEAVronY YOSEMITE DR. 'n $ • App R UNIAi St. si p OBSERVATORY MEI BP USDA. PEACHOR ST 'f>F . ef0. caosslaB 9 Ram $T RINGS AV. =0ROM15 oN. C.NP. • �� RED r o i Sf N GI D.o OR 'OR A • N'NANCH EIVa OF OP yN JACINA 3 OCt of lAfp MOT AMRN ^i WASHINGTON i � yH x c MIS NCH. SH. 'p PK .Y o0 WABASH ��"i d �'• `a r li �NVON i 7 ,� %�..+ . DOOUN poolo BEACON a ti 1 { L-- IEDFORO /g l _il^ AIE NEaEY s SNNIE r �l IIOSPIAL DR. I UNIPII IALLE MED CIF. T Cery EAST PERKINS `ST. VIC A00MM. $T. S BP Of 'tis -, P M i SIT CI YOSEMITE DR. 'n - EL RIO St. si USDA. PEACHOR ST 'f>F . ef0. caosslaB 9 Ram $T RINGS C/6s o oN. C.NP. • �� ` 'M'MUS. aUm..V. N Sf N GI D.o •C, A • N'NANCH EIVa OF OAR OCt of lAfp MOT AMRN ^i Cm MUNI �; L1 i. IAIRPORT I UI..�IAH ; o G \i DR, \ i N STATE OF CALIFORNIA - BUSINESS, TRANSPORTATION AND HOUSING AGENCY PETE WILSON, Governor DEPARTMENT OF TRANSPORTATION 1120 N STREET P.O. BOX 942873 SACRAMENTO, CA 94273-0001 TDD (916) 654.4014 FAX (916)653-3055 SUBJECT: March 24, 1995 Spring 1995 Traffic Safety Update Belted is Still Best Bet for Safety If you drive a vehicle, each year you probably spend a bundle on accident insurance. Car manufacturers invent new safety technologies such as air bags and more crash -resistant vehicles. Transportation departments across the nation spend millions on highway safety devices designed to help save lives. And, of course, all these things are important to motorists. Drivers need insurance, safe cars to drive, and safe highways to drive on. However, the simplest, least costly way to insure your survival if you're involved in a crash is often overlooked, and it's right in your lap --your seat belt! Consider this: How would it feel to drop head -first from a three-story building? Well, if you're unbelted in a 30 -mph crash, you'll be hitting the windshield or some other surface inside the car with the same force. You don't have to be traveling very fast to be killed in a crash if you're not wearing your seat belt. Some people have died in crashes at speeds as low as 12 mph. You may think that because your car is equipped with airbags, you don't need to fasten your safety belt. Not so! Air bags are not intended to be a substitute for seat belts. In fact, they won't deploy unless you are driving faster than 12 mph on impact, and they won't protect you from being ejected from the vehicle when it rolls over. A safety belt will. Many cars today are equipped with automatic shoulder straps that restrain you when you shut the door. These passive restraint systems are convenient to use, but they do only a small part of the job. The rest is up to you. You must also wear a lap belt, pulled tight across your hips, to be adequately protected in a crash. And don't forget about your passengers. People sitting in the back seat are vulnerable in a crash and should also be belted securely. If you're trying to avoid a collision, you'll have a hard time controlling the car and avoiding injury if the passengers who were in the back seat before you hit the brakes are suddenly in the front seat. Let's examine the statistics. In 1992, before the AB 339 seat belt law made it legal for California Highway Patrol officers to issue citations to those not wearing seat belts, usage was 70.7 percent. That year, statewide fatal accidents totaled 2,868; of these, 2,314 victims were not wearing seat belts, 76.42 percent of the total. In 1993, the first year with the new law, seat Page 2 belt usage jumped to 82.8 percent. The statewide fatal accidents that year totaled 2,781, a reduction of 87 fatal accidents. This trend continued in 1994 as seat belt usage increased further to 83.7 percent. The statewide fatal accidents in 1994 totaled 2,762, even lower than the year before. The good news is, even though mostly due to enforcement, seat belt use is up. So let's keep buckling those belts. Remember: Wear lap belts tightly across your hipbones, low on your abdomen; shoulder straps should be worn across your chest, not under your arm. If the shoulder belt doesn't fit properly, put it behind you and use the lap belt. Correctly using your safety belt reduces your chances of being killed or seriously injured in a crash by 40 to 55 percent. That sounds like a good reason to wear your seat belt, not only when you're traveling far from home but every single time you use your car. Isn't your life as well as the lives of your loved ones worth the couple of seconds it takes to fasten a safety belt? You bet! You're First on the Accident Scene—Would You Know What to do? You're only driving to the corner market to pick up a loaf of bread, or perhaps you're traveling to a distant city, when you suddenly find yourself first on the scene of a traffic accident. Have you ever stopped to think what you should do in such a situation? If not, here are a few suggestions from the experts, the men and women who patrol California's highways. Be concerned first for your own safety. To quote one California Highway Patrol officer, "You can't help anyone if you become part of the accident." Once you exit your vehicle, you become an unprotected pedestrian. Most motorists do not realize how perilous a high-speed roadway can be for pedestrians. Park your car at a location off the roadway that will alert approaching traffic of the accident scene. Leave your emergency lights flashing, and if you have flares, place them on the roadway where they will be easily seen in all directions. When the coast is clear, check the victims. If they do not require CPR or do not risk further injury by staying where they are, don't move them! Wait for qualified medical personnel to arrive. If you have had first aid training, by all means use it, if necessary. Police officers say to administer help only to the limits of your knowledge. Don't play doctor. Notify emergency personnel as soon as possible. Make sure whoever makes the call knows the roadway name and cross streets, or can identify the location by the number of miles from a common landmark such as an on- or off -ramp or an emergency call box. Be sure to state the number of injured people so enough ambulances will be sent to the scene to accommodate them. Page 4 LA Gets Tough with Light Rail "Gate Runners"—Accident Rates Drop Wherever there are railroad crossings at grade with streets and roads, there are likely to be collisions between trains and other vehicles. As light rail systems have sprung up across California to meet the growing transit needs of our swelling population, near misses and collisions between trains and cars, trucks, and pedestrians have become all too common. In Sacramento County, the light rail runs at 15 -minute intervals from 4:20 a.m. to 7:00 p.m., and at 30 -minute intervals until midnight. Daily, nearly every train has at least one incident with a vehicle running the gates at a crossing or turning left across its tracks. In Los Angeles County, the Metro Blue Line accident rate paled that of any system across the nation from July 1990 to July 1993. Today the Los Angeles County Metropolitan Transportation Authority (LACMTA) is doing something about these "gate runners." That something may spread across both California and the nation. The LACMTA has installed sophisticated photo and video enforcement systems to help make the Blue Line safer for light rail trains, motorists, and pedestrians. Additionally, the gate runners are paying for the system at the rate of $104 for a first-time citation and $204 for additional violations. These photo and video enforcement systems include a "smart" high- resolution camera that knows when a violation is occurring. The camera is linked to sensors in the pavement and to the railroad crossing warning system or intersection signals that motorists should be obeying. The driver is identified by the vehicle license number and cited by mail. Any question about who was driving can be settled by viewing the photo. Before installing the cameras, accidents were occurring once every two hours systemwide. Four months after the first installation, accidents dropped from once every 56.25 minutes at that crossing, to once every six hours and 40 minutes. As more crossings were monitored by camera, the reductions were similar. Automatic camera surveillance, and the associated costly fines, are making a difference in traffic safety along the Blue Line in Los Angeles. CALIFORNIA TRAFFIC FATALITIES DIVISION OF TRAFFIC As of 11-30-94 OPERATIONS Office of Traffic Safety Program and Research NUMBER NUMBER 1120 N Street (1993) (1994) NET CHANGE Sacramento, CA 95814 --------------------------------------------------------------------------- Telephone: (916) 654-5543 Pedestrians 781 735 -5.9% CALNET:8-4645543 Bicyclists 125 101 -19.2% Bruce Thompson, Chief Motorcyclists 291 247 -15.1% Veh. Occupants 2616 2648 +3.2% ------------------------------------------------------------------------------- TOTAL 3813 3731 -2.2% Page 3 While waiting for paramedics to arrive, try to calm the victims. If possible, jot down vehicle license numbers and a description of drivers in case one should decide to flee, an all -too -common occurrence these days. Be sure to provide your name and phone number to the investigating officer at the scene, because when you've done all these things mentioned here, you're not only a Good Samaritan but perhaps a useful witness as well. Headlights are Not Just for Nights Apart from snowy and icy conditions, reduced visibility in dense fog most adversely affects highway safety. The California Vehicle Code requires motorists to turn on their headlights whenever "visibility is not sufficient to render clearly discernible any person or vehicle on the highway at a distance of 1000 feet." Driving in foggy conditions certainly falls within these guidelines, since visibility is often much less than 1000 feet. Yet, many drivers do not think to use their headlights in the daytime, even when driving in killer fog. On certain segments of state highways, drivers are required to turn on their headlights during the daytime to increase vehicle visibility to other motorists and pedestrians and reduce the risk of potential collisions. The signs requiring headlights to be on during daytime driving are installed where needed and only after other conventional safety measures have been ineffective. Although fewer than two-thirds of motorists on these highway segments drive with lights on during the day, this is a measure for improving traffic safety on two-lane, two-way roads. Studies conducted by the California Department of Transportation (Caltrans) indicate reductions in traffic collision rates and severities under some circumstances after the installation of signs requiring use of headlights during the day. Caltrans is also in the process of evaluating the performance and safety effectiveness of a specially designed vehicle lighting device. This device automatically turns headlights on whenever ambient light intensity is below a specified threshold or when the windshield wipers are activated. Even with these safety improvements and enforcement measures, drivers, bicyclists, and pedestrians must exercise good judgment and caution to increase traffic safety in all driving conditions. Knowing road and weather conditions before you start out can also help ensure your safety. Caltrans has established a toll-free 1 -800 -GAS -ROAD telephone number that the public can call to get the latest roadway conditions statewide. So, reach out and be an informed driver, and remember that your lights aren't just for nights.