HomeMy WebLinkAbouttecp_021495TRAF'~ ~C ENGINEERING COMP ~TTEE
UKIAH CIVIC CENTER
Conference Room 3
300 Seminary Avenue
Ukiah, California 95482
FEBRUARY 14, 1995
5:30 P.M.
AGENDA
KENNEDY, BUDROW, FERNANDEZ,
FORD, HARRIS, LOONEY AND
TURNER
I. CALL TO ORDER
IL APPROVAL OF MINUTES: DECEMBER 13, 1994
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. 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 Pajee
b. Traffic Signal Timing and Responses for Signals at KUKI/State Street and
Empire/State Street Intersections -Don Fox, County Public Works -
Verbal Report
UNFINISHED BUSINESS
a. Request for Multi-Way Stop (4-Way) on South Dora Street at Wabash
Avenue -Howard Henley
b. Questionnaire Results Concerning Request for Barricade on Highland
Avenue.
V. COMMITTEE MEMBER REPORTS
VI. MISCELLANEOUS ITEMS
VII. ADJOURNMENT
R:1\TEC
A021495
TRAFFIC ENGINEERING COMMITTEE
UKIAH CIVIC CENTER
Conference Room 3
300 Seminary Avenue
Ukiah, California 95482
JANUARY 10, 1995
The Traffic Engineering Committee meeting was cancelled due to severe weather
conditions. The next. meeting will be held February 14, 1995.
~1 T~' f`_
Kathy Kinch, Reco c 'ng Secretary
R:1\TEC
M011095
MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE 1 NOVEMBER 8, 1994
M•E•M•O•R•A•N•D•U•M
DATE: January 24, 1995
TO: Rick H. Kennedy, Director of Public Works/City Engineer
FROM: Kathy Kinch, Public Works Secretary
RE: HIGHLAND AVENUE QUESTIONNAIRE
The following is a summary on the responses from residents regazding Highland Avenue. Some
of the residents indicated more than one choice:
1. Keep Highland Avenue as is 19
2. Open Highland Avenue to two-way traffic
16
3. Close Highland Avenue to through traffic and install
a breakaway barricade 17
(A) 14
(B) 9
On Item 3 some residents have indicated no preference to A or B
4. Other 4
UKIAH FIRE DEPARTMENT
MEMORANDUM
DATE: FEBRUARY 5, 1995
TO: RICK KENNEDY; TRAFFIC ENGINEERING COMMITTEE
~- ,
FROM: ROGER SPREHN; FIRE MA A _
SUBJECT: BARRICADE FOR HIGHLAND AVENUE
The Fire Department opposes construction of any sort of barrier to restrict traffic to one
way.
Even a "breakaway" barricade has inherent problems:
1- Residents needing to evacuate in a major emergency would confront a
visual and habitual restriction to travel in an unusual direction and may feel compelled
to exit in the usual direction, possibly exposing them to greater danger.
2- The Fire Department uses access to this area more often than in major
emergencies. Medical responses occur and require response by 2-3 Fire Department
units. Sometimes this response requires exemption from one way restrictions in order
to arrive, or depart, in a timely fashion. If this response required the triggering of a
breakaway device every time, resetting would be necessary by someone. We are
committed to improving access to the Western Hills area, not further restricting it.
I would be happy to attend the Traffic Engineering Committee meeting to explain our
position, if you feel it would be helpful.
Feb.9, 1995
Eri¢ Larson
123 Clara Ave.
Ukiah Ea. 95482
Ukiah Traffic $ Engineering Commision
City of Ukiah
Dear Commissioners;
I read with interest, your Traffic Survey regarding the abuse of Highland
Drive by what appears to be non-resident drivers. It seems to me the problem
focuses on the recreational appeal of this street's steep and winding topography.
Therefore it would follow that disincentives for using this street just for the
thrill of it might help to remedy the situation.
The obvious solution to this (and most traffic problems in Ukiah) is to
raise the legal driving age to about 25 years old. Since this is not politically
realistic, maybe an educational program would help some.
If the City could present findings that normal speeds present a danger to
to the public where steep grades and curves exist, would it be possible to lower°
the speed limit to 15 mph ? Thrnugh agressive enforcement, a few dozen tickets would
tend to spread the word that Highland Ur. is not the best place to "joy ride".
If this is not an option, I would reccommend closure of the streei: somewhere
near t'z° top of the hill. ,
In my neighborhood, the wagensellers; we are collecting license numbers of
Ironic speeders and will be passing that inf~rmaticai along to the police. ( It's
son: of a "three speeds anu you're out" concept.)
Thhank you~i
Eric LarSOCI
ITEM NO. 1:
We are being barricaded enough as it is. Cutting off the world for everyone else is not a
solution. This is a wonderful spot to walk and exercise. Do not put another barrier on the few
safe, quiet areas we have to walk. It is also nice place to take a drive.
Any restrictions will only hurt or penalize the residents living around Highland.
I am concerned about fire escape routes. We need all the accessibility possible. I would suggest
periodical monitoring by the Police Department to catch speeders. We notice very little traffic
in this neighborhood other than local residents.
Patrol randomly.
We feel that Highland Avenue should be kept open at all times in case of fires or the mountain
behind it for fire equipment to be able to move freely back and forth. A few young persons do
use the little hill in the summertime, but it is not enough to close it off. We think that two-way
traffic would certainly break many more problems than just the one-way, that it is now.
There has been only two incidents in 15 years!!
Make it one-way the other way. Maybe that would help the speeding problem or at least the
person who is complaining would not be the receiver. PLEASE DO NOT CLOSE HIGHLAND
AVENUE. We like it best when it was two-way.
ITEM NO. 2:
I live at the busy end of Highland, near Mill. There is often no traffic for an hour at a time.
At certain times of the day pedestrian traffic probably exceeds vehicles. If you were to block
every street where there has been an accident or speeding, we wouldn't have streets or cars
anywhere in Ukiah. I chose this neighborhood as compared to any in the U.S. partly because
it is so quiet. Please do not waste your time and my tax money fixing a problem that does not
exist.
Address the real problem, apprehend and cite offenders. Try video surveillance.
As a resident of McPeak Street, I feel that problem on Highland is less than our speeding
vehicles just by the amount of traffic.
Have the Police watch it several times after school lets out. Impose heavy fines.
ITEM NO. 3:
Either one would be good! Some of these "youthful drivers" seem to enjoy the challenge of
negotiating the 110 block of West Church Street at speeds exceeding 40 M.P.H. With pazking
permitted on both sides of Church Street there is barely 10 feet of clearance not even negotiable
with two-way traffic. How about some low-profile 30 M.P.H. speed humps? Speed humps can
be made very shallow to hazdly be noticeable at 20 M.P.H. Thank you.
Yes, please do, it has been a hazard for years. I have worried about my children and animals
because of the speeding cazs.
Site B, otherwise the kids will use Mickey Moorer Elder's driveway to park and turn azound in.
Preference is to close the street. As it is now people drive both ways anyway so it does not
alleviate anything. The signs do no good so should be taken down. Closing it is the only way
to stop the reckless drivers. I have also had property damage from young guys speeding by and
throwing things at my windows. If it were closed they could not get away so easily and so
would tend not to do it.
Any restrictions will only
ITEM NO. 4:
Leave Highland as is with addition of breakaway barricade just above Smith's driveway to help
keep people from driving south.
Install a street light at 53 or 54 Highland Drive area. Paint no parking curb at 53 or 54
Highland Drive. Street is only 25-30 feet wide. Street is narrow and dark, cannot see azound
corner. Even at low speed have almost hit a car with the door open.
What about a few big speed bumps?
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MEMORANDUM
DATE: January 31, 1995
TO: TRAFFIC ENGINEERING COMMITTEE
FROM: Larry J. Woods, Associate Civil Engineer
RE: REQUEST FOR MULTI-WAY STOP (4-WAY) ON SOUTH DORA STREET
AT WABASH AVENUE
WARRANTS FOR 4 WAY STOP
BASED ON MINIMUM TRAFFIC VOLUMES
The Srst condition that must be met to warrant a 4-way stop is a minimum total number of vehicles
entering the intersection must average at least 500/hour for 8 hours. Actual total vehicles through
the intersection during the peak period from 11:00 AM to 7:00 PM was 3,319. This is an average
of 415 vehicles per hour. Based on this the 4-way stop is not warranted.
If there were an average of 500 vehicles per hour, an additional requirement would need to be met
to warrant the 4-way stop. There must be a s~41ul2iu~d vehicle and pedestrian volume from the II]ln4d
street which must average at least 200 units per hour for the same 8 hour peak period. The actual
total vehicles and pedestrians from the minor street during the peak 8 hour period was 573 units.
This is an average of 72 units per hour, which is well below 200 units per hour required to warrant
a 4-way stop.
If the 85 percentile approach speed of the major street were greater than 40 mph, the 200 units per
hour referred to above could be reduced to 140 units per hour. The 85 percentile approach speed
is 34 mph. Therefore the requirement remains 200 units per hour. Based on this, a 4-way stop is
not warranted.
Attachments:
Caltrans "Traffic Manual" sign policy for "Multiway Stop"
Vehicle Volume Summary, Peak 8 Hour Traffic Movements
Speed Survey
Vehicle Volume Summary, Average Daily Traffic
MEMORANDUM
DATE: January 31, 1995
TO: TRAFFIC ENGINEERING COMMITTEE
FROM: Larry J. Woods, Associate Civil Engineer
RE: SITE DISTANCE FROM EASTBOUND WABASH AVENUE TO
NORTHBOUND S. DORA STREET
A concern was expressed that it is difficult to see oncoming southbound traffic on S. Dora Street
when trying to make a left turn from eastbound Wabash Avenue to northbound S. Dora Street.
Plans showing the designed vertical alignment of this section of S. Dora Street aze not available.
Field observations indicate that a crest vertical curve starts approximately 250 feet north of
Wabash Avenue and from the viewpoint of a driver at the stop baz on Wabash Avenue, the sight
distance to oncoming traffic is approximately 300 feet when there aze no obstructions from
pazked vehicles. The minimum stopping sight distance at 35 miles per hour is 250 feet.
On two occasions I have observed a small truck parked approximately 75 feet north of Wabash on
the west side of S. Dora Street. The truck was about the size of a Ford Bronco. A vehicle of the
height pazked in that position does block a driver's view of a sizable section of S. Dora Street.
When stopped at the stop bar, it was possible to see approaching traffic by looking behind the
pazked vehicle. If more than one vehicle is parked in this azea, it can be difficult to see oncoming
traffic from the stop baz position.
The sight distance condition at this intersection is not unlike many other intersections in the City
where pazked vehicles or street trees block pazt of the view of oncoming traffic and it is necessary
to cazefully move from the stop baz position to a point farther out to check that it is safe to
proceed through the intersection. A striped bicycle path on S. Dora Street makes this a little
easier to accomplish. This same type of traffic movement was recently a topic of discussion for
the intersection of Garrett Drive and Bush Street.
aise~ ~_ SIGNS
----~~
Traffic
POLICY
A STOP sign Is not a "cure-aIP' and Is not a substitute
for other traffic control devices. Many times the need
for a STOP sign can be eliminated if the sight distance
Is Increased by removing the obstructions.
STOP signs shall not be erected at any entrance to an
intersection when such entrance Is controlled by an
official traffic control signal, nor at any railroad grade
crossing which Is controlled by automatic signals,
gates, or other train-actuated control devices except
as provided In CVC 21355, Stop Signs. The conflicting
commands of two types of control devices are con-
fusing. It traffic Is required to stop when the operation
of the stop•and•go signals is not warranted, the signals
should be put on (lashing operation with the red flashing
Tight (acing the traffic that must stop.
Where two main highways Intersect, the STOP sign or
signs should normally be posted on the minor street to
stop the lesser flow of traffic. Traffic engineering studies,
however, may justify a decision to install a STOP sign or
signs on the major street, as at a three-way Intersection
where safety considerations may justify stopping the
greater flow of traffic to permit a left•turning movement.
STOP signs should not be Installed Indiscriminately at
all unprotected railroad crossings. The allowance of
STOP signs at all such crossings would eventually breed
contempt for both law enforcement, and obedience to
the sign's command to stop. STOP signs may only be
used at selected raiUhighway grade crossings after
their need has been determined by a traffic engineering
study. Such study should consider approach speeds,
sight distance restrictions, volumes, accident records,
etc. This application of STOP signs should be an interim
use period during which plans far lights, gates or other
means of control are being prepared.
Portable orpart-time STOP signs shall not be used except
foremergency purposes. Also, STOP signs should not be
used for speed control.
~ Multiway STOP signs ,
The "Multiway Stop" Installation may be useful at some
locations. It should ordinarily be used only where
the volume of traffic on the Intersecting roads Is approx-
Imatelyequal. Atraffic control signal Is more satisfactory
loran intersection with a heavy volume of traffic.
SIGNS
POLICY
t
C
Any of the following conditions may warrant a multi-
way STOP sign Installatlon:
1. Where trafflc signals are warranted and urgently
needed, the multiway stop may be an Interim
measure that can be Installed quickly to control
trafflc while arrangements are being made for
the signal lnstallatlons.
2. An accident problem, as indicated by five or more
reported accidents within a 12 month period of
a type susceptible to correction by a multiway
stop Installatlon. Such accidents Include right-
and left-turn collisions as well as right-angle
collisions.
ise
3. Minimum traffic volumes
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suoaard 3s"
(b) The combined vehicular and pedestrian
volume from the minor street or highway must
average 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 maximum hour, but
(c) When the 85-percentile approach speed of
the major street traffic exceeds 40 miles per
hour, the minimum vehicular volume warrant
Is 70 percent of the above requirements.
(a) The total vehicular volume entering the Inter
section from all approaches must average at
least 500 vehicles per hour for any 8 hours of
an average day, and
• Yield Signs
The YIELD sign (R7.2) assigns right of way to trafflc
on certain approaches to an Intersection. Vehicles
controlled by a YIELD sign need stop only when neo-
essary to avoid Interference with other traffic that
is given the right of way.
The YIELD sign shall be a downward pointing, equi-
lateral triangle having a red border band and a white
interior and the word YIELD In red inside the border
band. The standard size shall be 38 x 36 x 36 Inches.
• Warrants for YIELD Signs
The YIELD sign may be warranted:
1. On a minor road at the entrance to an intersection
where It is necessary to assign right of way to the
major road, but where a stop Is not necessary
at all times, and where the safe approach speed
on the minor road exceeds 10 miles per hour.
2. On the entrance ramp to an expressway where an
acceleration lane Is not provided.
VEHICLE VOLUME SUMMARY
PEAK F HOUR TRAFFIC MOVEMENT
LOCaT10T1 S. l70~~ Ave ~„ /. abash Ave TIME. /~:oo ~n~ to 7.0o A,,,
DATc ~y-`)s~ ./-5-951-/z-`)5~/-/7-95
WEATHER /_ ~'d!w
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VEHICLE VOLUME SUMMARY
AVERAGE DAILY TRAFFIC and
PERCENT • OF DAILY TRAFFIC
LOCaTION~, porn /awe. and Wabash Ave
. TIME ~Ly f-/owes
DATc _I-`i-95~ 1-5-95 ~~-iz-95~ l-/~-95
PlEATHER- P,ain~_
PREPARED BY ' ASK
COUNTED BY-~`~
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TRAFFIC ENGINEERING COMMITTEE
REQUEST FOR CONSIDERATION
DATE: December 16, 1994
FROM: Don Fox
Mendocino County Public Works Dept.
463-4678
SUBJECT: Traffic Signal timing and responses for:
the signal at KUKI and N. State St.
the signal at Empire and N. State St.
FOR MEETING: ?
COMMENTS BY THE REQUESTOR:
Detector loops for Northbound traffic do not activate the northbound through phase.
This is very apparent at 4:00 AM when there is very little traffic.
KUKI rests in green when there are no traffic actuations.
KUKI appears to have an unusually long green time that delays traffic on State.
Empire reacts quickly to actuation as though it has a high priority.
Empire appears to have an unusually long green time that delays traffic on State.
Ford Road left turn phase will sometimes not be actuated when a car is on the loop.
Turn is westbound Ford to southbound State.
RECEIVED BY: Larry J. Woods
RESPONSE: We are checking loops detectors and timing at both signals.
TRAFFIC ENGINEERING COMMITTEE
REQUEST FOR CONSIDERATION
DATE: December 15, 1994
FROM: John Paju
World Wide Travel
617 So. State St.
462-1557
SUBJECT: RED CURB ON SO. STATE ST. SOUTH OF DRIVEWAY
RED CURB ON MAIN ST. NORTH AND SOUTH OF DRIVEWAY
FOR MEETING: JAN. 10, 1995
COMMENTS BY THE REQUESTOR:
Site distance restricted by large trucks parked near driveways
that result in an unsafe condition. 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.
RECEIVED BY: Larry J. Woods
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