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Home My WebLink Abouttecp_021396TRAFF' ~ ENGINEERING COMM~'"TEE UKIAH CIVIC CENTER Conference Room 3 300 Seminary Avenue Ukiah, California 95482 FEBRUARY 13, 1996 3:00 P.M. AGENDA KENNEDY, DEWEY, FERNANDEZ, FORD, HARRIS, LOONEY AND TURNER I. CALL TO ORDER II. APPROVAL OF MINUTES: DECEMBER 19, 1995 III. AUDIENCE COMMENTS ON NON-AGENDA ITEMS The Traffic Engineering Committee welcomes input from the audience. In order for everyone to be heazd, 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 a Twenty (20) Foot Extension of the Existing Red Curb in Front of St. Mary's School on South Dora Street, at the Northern Intersection of Luce Avenue -Steve Turner, MTA b. Request for Permission to Relocate the Bus Stop, Passenger Bench and Shelter on Main Street at Perkins Street -Steve Turner, MTA c. Request for Multi-way Stop at the Intersection of West Perkins Street and Oak Street -Elizabeth Jeffries d. Traffic Study of West Standley Street from Highland Avenue to Baznes Street e. Request for Removal of the Southbound Left Turn Lane on Mason Street - John Ekdahl f. Request to make Mason Street and Main Street One-way from Perkins to Norton Street -John Ekdahl g. Request to Check Out Traffic Signal System at Norton Street and North State Street -John Ekdahl Traffic Engineering CommitteF February 12, 1996 Page 2 OLD BUSINESS a. Request for Extending Red Pazking Zone in Front of St. Mary School - Member Kennedy -Verbal Report V. COMMITTEE MEMBER REPORTS VI. MISCELLANEOUS ITEMS VII. ADJOURNMENT R:1 \TEC A021296 City of Ukiah Meeting: Date: VOLUNTARY SIGN-IN SHEET (Please Print) ~~ 1H, CA 954II2-5400 ADMIN. 707/463-6200 PUBLIC $AFE(Y 463 6242/6274 FAX Y 707/463 6209 January 25, 1996 ST. MARY OF THE ANGELS ELEMENTARY SCHOOL Administration Office 991 South Dora Street Ukiah, California 95482 RE: REQUEST FOR EXTENDING RED PARKING ZONE IN FRONT OF ST MARY SCHOOL Dear Administrator: I have received a request from Ronda Oresco, Crossing Guard for your School, that the existing red parking zone along the east side of Dora opposite Luce Avenue be extended or enlarged to allow adequate parking for the School buses during the unloading and loading of school children. From our field inspection, we find that the existing red zone is currently 85 feet in length with white loading zones of 75 and 73 feet in length to the north and south of the red zone. This red zone is also posted as a MTA bus stop and pursuant to Section 21458 of the California Vehicle Code (VOC) buses may stop within red zones when the zone is sign posted as a Bus Loading Zone. The white zones are reserved for the loading or unloading of passengers for the time period as may be specified by local ordinance. Vehicles and buses are permitted to load and unload in this zone. Obviously, extending the red zone would reduce the amount of the white loading/unloading area available to parents who deliver their children to School unless these zones can be extended further to the south or north. We note that the southern white zone is limited by a driveway to the south. I am not aware of any obstacle along the curb and sidewalk which would prohibit the extension of the northerly white zone to the north. Prior to proceeding with the request, we wish to know the School Administrator's preference in this matter. Dces the Administration support the request, and, if so, in what direction and to what length would the School desire the red zone extension. If the red zone extension is desired, does the School Administration desire an extension of the white curb zone. "We Are Here To Serve" St. Mary of the Angels Elementary School January 25, 1996 Page 2 Subsequent to receiving your support and recommendations concerning this matter, I will forward them to the Traffic Engineering Committee for review. After their review, the Committee will forward a recommendation to City Council for action. The Committee meets on the second Tuesday of the month and the meetings aze open to the public. The meetings are noticed and held at City Hall, 300 Seminary Avenue, and are usually convened at 3:00 p.m. Should you have questions concerning this matter please call me at 463-6280 at your most earliest convenience. Sincerely, J ,~-~~ Rick H. Kennedy Director of Public Works/City Engineer ce: Candace Horsley City Manager Traffic Engineering Committee Ronda Oresco 1378 Yokayo Drive RHK:tk R:I~PR' LMARY.SCH e f _I 3 i" - - ~ - - ~; - - _ ~ 0 ~ _ 3 " ~ ---~ - --~ ~ . ~ _ 3a ~ -~ - - -~ • ~ ~ ~ o +i ~N ~ ~ ~' --- -- ~1 _3° 3 ~ - ~ ~~_ ~ V~ ,j ___ II .i _:~ - q3 \4 ~ a~ ~ ~ ~fi ~-~ ~~ TRAFFIC ENGINEERING COMMITTEE REQUEST FOR CONSIDERATION DATE: Feb 8,1995 FROM: Mr. John Ekdahl 468-5043 RECEIVED BY: Larry J. Woods SUBJECT: Request for removal of the southbound left turn lane on Mason St. Request to make Mason Street and Main Street one way from Perkins to Norton Street. Request to check out traffic signal system at Norton Street and North State Street. FOR CONSIDERATION AT MEETING DATED: Feb 13, 1996 at 3:00 PM in Conference Rm #3 COMMENTS BY THE REQUESTOR: See attached letter explaining his requests. BACKGROUND REFERENCE Attached is a diagram showing the dimensions of Mason Street traffic lanes. "Fluctuating" Traffic Signals may be referring to the clearance delay in the phasing between the signals at Scott Street with the signals at Norton Street. Reference to Kirby's was referred to the Police Department. We will try to notify Mr. Ekdahl of the meeting date and place. CONCLUSIONS Commentor's requests are noted for the record. tec-14.req ~~ M~tSLh '- G+n~ t"2r~~~nS .~jV1~QY5~GCLL~"~. u ~ - -, __ y. vvv l~aT~.~.~ ~/J~ ~~~,, W4~..~~ ~~,,ppt ~1/"~.~~, - 1 Y ~~^~o-~ _V ~~` ** V /~'~l i r l~-V`.e-~-.. cs~~' C w S u. b ~ ~'I' r e e'C ~._, ~ 5 ~~ 5 ~~ ~ ~ ~-. ~~- ) , ,' C' C4 YV! t In ~ W 1 5 ~1 -T C ~ fS C'~t P~~~ ~ ~~~~ o FX' c..~ C~ N r°T ~~~ Go to it 5 `t' o t'~ t r ~~ 5 e~'~ ~ o~ ~J N ~~~~~~ , -~~~ ~~, y ~„~ ~t be ~o see \1~ ~-l„eyrr ln~ve. ~ I ~ . --1--~bb;w ~ ~o~ ~,~=1~ -V~cu~s~ 1~ -e,u- ~ _ I'V1 ~ 10 ~ey,L 1`~ f~ W ~ ~ O t~ c~ l e v~ 5 v"~-~1iG~t z..' I~,~,.~ ~.DU,v~_[2_re~e~' a`~ ~:~ ~g 1 ci ~, /~ --~_ ._-,~'..e 30 -~ ' ~-'~ OD P wt e ` . ~e~ Er G ~e L ~ ' c~ b-ou N cl~ ~'~ ~ NS 0 _-__Gue ~ ~__ _r - ~- ~~~ TRAFFIC ENGINEERING COMMITTEE STAFF REPORT Feb. 7, 1996 TRAFFIC STUDY OF W. STANDLEY ST. FROM HIGHLAND AVE. TO BARNES ST As a result of concerns regarding speeding on West Standley Street that were brought to the attention of the Traffic Engineering Committee on December 19, 1995, the Committee directed the City Engineering Division to temporally install stop signs on West Standley Street at both Barnes Street and at Highland Avenue and to conduct a study of the traffic conditions both before and after their installation. The study included getting the following information: 1. A radar gun was used to determine the speeds of vehicles during the time period of 7:30 to 8:30 in the morning. 2. A pneumatic tube type of traffic counter was used to count the traffic over a 24 hour period of time on both Standley Street and on Highland Avenue. 3. Traffic was video taped from a point east of Barnes Street from 7:30 to 8:30 in the morning. RESULTS SPEEDS The attached Cumulative Speed Curve sheets and supporting data show the following: 1. The 85th percentile speed, as measured on Standley Street midway between Barnes Avenue and Highland Avenue, reduced from 34.7 MPH to 32.4 MPH after temporary stop signs were installed. Speeds of 54 vehicles were taken before stop signs were installed and the speed of 48 vehicles were taken after. 2. A 10-mile speed range, called a Pace, reduced from a range of 26 to 36 MPH to a range of 23 to 33 MPH after temporary stop signs were installed. TRAFFIC VOLUME Attached are the traffic counts for 24-hour periods before and after the installation of temporary stop signs. Traffic counts were taken on both West Standley Street east of Highland Avenue and on Highland Avenue south of West Standley Street in order to try to determine if the installation of stop signs would result in the diversion of traffic to Highland Avenue from West Standley Street. This appears to be the case. Traffic counts at the intersection show that 348 vehicles used Highland Avenue and 571 vehicles used the east leg of West Standley Street before the installation of temporary stop signs. That means 37.9 % of this total of 919 vehicles were using Highland Avenue. Once stop signs were installed, 434 vehicles used Highland Avenue and 503 vehicles used the east leg of West Standley Street which means 46.3 % of this total of 937 vehicles were then using Highland Avenue. The increase from 37.9% to 46.3% is significant. VIDEO TAPING The two hours of taping has not yet been analyzed. The person doing the taping did notice that the traffic did appear to be more congested. These tapes are available for review. RESPONSE FROM THE PUBLIC Eight calls were received at the Civic Center from people with comments about the temporary stop signs. A tabulation of those results are as follows: In Favor of stops at Highland Ave 3 In Favor of stops at Barnes St. 5 Opposed to stops at Highland Ave. 4 Opposed to stops at Barnes St. 2 BACKGROUND REFERENCE Attached is a copy of the ITE Traffic Information Program Series on stop signs together with sheets 4-38 and 4-39 of the Caltrans Traffic Manual which states their policy on the warrants for the use of Multiway STOP signs. A check on the reported accidents on this part of West Standley Street indicates that there were 3 accidents in the last 12 Months and 1 accident in the 12 previous months. CONCLUSIONS It appears that the installation of temporary stop signs has the following affects: 1. Speed is not appreciably reduced. 2. Traffic patterns may have changed to use Highland Avenue instead of Standley Street. 3. There may be an increase in noise and traffic congestion. 4. None of the three warrants set by Caltrans appear to be met for the installation of Multiway Stop signs. tec-12.req ENGINEERING SURVEY AND TRAFFIC INVESTIGATION CUMULATIVE SPEED CURVE W. STANDLEY STREET. - HIGHLAND AVE. TO BARNES ST. WITHOUT TEMPORARY STOP SIGNS IN PLACE 100 90 80 70 0 w J a N 60 N w W ~ U 2 U ~ 50 O W C7 ~ Q 40 Z w U K W a 30 20 A' E' B- 36 P °i 10 0 O N R (O W O N V (O aD O N N N N N M M M M M 7 SPEED RANGE(MPH) 1/29/96 34.7 -85TH PERCENTILE 'SPEED CURVE X10 MPH PACE STANDLYI.XLS ~~ Q d J M lk-1 f 6 CI Q 2 y W f -~ RoAO No. SPEED SURVEY onTE °~` BY' I• ~' _ W S/~jVIJF..c~ /}I/E L./ BS PERCENTILE -j / . "~ M.P.N. N.P. r i ti 1 73Ei=L.Or 7LA7P :i .Z/' ~9'r/~:~UMBER OF VEHICLES PEfiCENT CVMULATIVE M.P.H. 5 Itt 15 ~ OF TOTAL PERCENTAGE SS 54 53 52 51 50 49 48 a2 46 /CU/ 4s 44 43 ~ 42 al 40 39 / ~ ru J /_a ~~~ 38 3.7 '~~'~ , 3] /~ ~~ ~g ~~~ 36 .3 5`7 v 3s I ~3 34 ~ r/ r ~ iJ 33 0. / 7~.y 32 ~ /~~ / 6~S ~ 31 30 X ~ / . s S`~.:3 ~ ` 7 yy. 2a / y ~7. ~ /r / X6.0 z~ r /~ ~ 26 ~ , 25 24 ~.', ? ti 23 j G zz 3. 21 20 19 i 1H 1] NOTES: 16 n 15 PCT. OVER M.P.}i. % p /, / ~p I 14 13 72 11 10 White - CR FILE // Canary -SPEED ZONE FILE TOTAL NUMBER OF VEHICLES_~7 Pink - OT}tER r ;~ :~ :~~ zs L~'",,rl~G' ~ / ~ r 33 2Z ~" 35 3o w' 3 z ,z~~ ~ 35 F ~ ~~~ G 3~ ~. ~ 7 ~ s 7 6 Z7 s 3/ w 3r z ~~ c ;~, ,t ? s r 3U c Z3 v/ j J Lv v14 ~ 3~ ~~/ ~U ~'~ ,E ~Y c ,~ 9 ~ 3° ~ 3i ~ ~ y 3~ 6 3W ~9 x ,~7 ~ aQ .~ ~~ ~. ;;J33 ~ ~7 k .2U ~ ~53 ~-~ ~ 3i c ~'7 v ~ ~ y~ ~ ^-9 ~ 3v ~ ~~ ~ 33 ~ ~~ ENGINEERING SURVEY AND TRAFFIC INVESTIGATION CUMULATIVE SPEED CURVE W. STANDLEY STREET. - HIGHLAND AVE. TO BARNES ST. WITH TEMPORARY STOP SIGNS IN PLACE AT HIGHLAND AND BARNES 100 90 80 70 D W J a y 60 w I!J J U _ 0. j 50 O W f7 ~ Q 40 Z w U W a 30 20 10 P' CE '23 3 M H 0 O N V (O QO O N V (O N O N N N N N M M M M M V SPEED RANGE(MPH) 1/31/96 32.4 - - - -85TH PERCENTILE •-SPEED CURVE X10 MPH PACE STANDLY2.XLS r ~_ ~1 H Q D, la. 2 N W F -1- ROAD No. N.P. N/. _ n] gp~~[~ SUFlVEY ~ v~~ w3, W ///~//~L RATA ~ ~ K.NC `~ 8V' r ~ ~~ DATE ~ /`j BS PERCENTILE J~~ - l/ M.P.N. M.P.H. /~A1F .raP.S~c-N, NUMBER OF VEHICLES ~~ ~S~-~~-~ 10 15 o PERCENT OF TOTAL CUMULATIVE PERCENTAGE ss 54 53 52 51 50 49 48 47 46 45 44 43 42 41 40 39 38 .Z.r %U11 3] 36 ~ , ~ ~~ l ~ l 35 34 / 5 _~ 33 PZ !•~ 32 ~~ 3, Y 3 b' 3 ~. 30 ~ i 7~ ~ i 2B ~ ~y0 ~r 27 y} / 25 i j3' r zs ~ ~j.? ~,~ 24 % Z . J 23 ~ 3 22 21 20 19 18 1] 16 NOTES: 15 PCT. OVER M.P.H. % 14 13 12 11 30 White CR FILE ~/~ Canary -SPEED ZONE FILE TOTAL NUMBER OF VEHICLES ~> Plnk -OTHER - //3~ l r ~~ ~, r ~__„ i/ j_~ ~- z 3 c 2. 3 c ~_ ~. s ;; ? - _ J, !~~ ,~ _> f- 2 ~f ,~ r q~~ ~ r ~;- ~.:= ,~ ~ c 3/ •- ~, ~ iN 3,:~ ,_ ,> ~~ ,.~ y ~ ~ ~ >~ J ~ ~ )) ~S ~' / 1' hl / ~ v, ~ n7 _-, ~_ - _' r w .1 r c„ z.>' ~~, ~; ,T t ,3~, - ~~ ~~ x ~~. <.~ ~ L ., 3? .,~. .; N z7 ,_ z '~ ~: j j 3~ ,~ ~~ 13 ~= z y -- .~ /~.1 RAJ y ~/ Hi4NLAAlp AVM ~/~ ~; /`T ~. ::o. of t.+, :irAN61.:.: ~ ri~~,Jv~'~.> ;,o~r,~~ /~'~s,q~n %b j~ d. ~ _} ` .~'~ ~' y /, [~/'7 S .J, ~~'} W n ~A 7 :~ ~ N- g •~s .. ~, ~ ; =~ y r±~ti~ 3 ~~ - ~„ :, ,~ 1y''_, '' J '..~ ,} G ' , ~? '. l . .~ b zY~~ roT' 3f;; M ~a ~,~ _ J _ ~. . ~~ i ~. l if i ; 7 C' ~~ ( ~ _,.C ~: ~~~, _ ~ ~ _.IUf t ,~ ,,, o : r. , ~~ .7 ~j ~/M t/ .i f. sy J _i ~; ~ i:° i' G 1 i L'_ h y S 7/ ,:~. ~.(~ 11 /} r.\ !~ 1 i i ~ _ L ,,f, :,ter ,: // r r' f' - H'i r t/ n -+ l ~ -- 1 ~ -, :~ 4 / *_ _., S .- f /q ,',' i ~~ k, ~~ r -, : x. / r' ~ ~ , r :, '% r t , ~~ ~ r f (- ~ t i ~ O f rr ~: jt J '' ~• ~. J ~ ~ 2 , -- n . , --=~ ~ ~ f ~~,~ ~ ~~ TRAFFIC NFORbtATION n r-~yO~ PROGRAM V\'~I ~IGN~ SERIES WHY DON'T THEY PUT IN MORE STOP SIGNS? A stop sign is one of our most valuable and effective control devices when used at the right place and under the right conditions. It is intended [o help drivers and pedestrians at an intersection decide who has the right-of-way. One common misuse of stop signs is to arbitrarily interrupt through traffic, either by causing it to stop, or by causing sucft an inconvenience as to force the traffic to use other routes. Where stop signs are installed as "nuisances" or "speed breakers," there is a high incidence of intentional violation. In those locations where vehicles do stop, the speed reduction is effective only in the immediate vicinity of the stop sign, and frequently speeds are actually higher between intersections. For these reasons, it should not be used as a speed control device. A school crossing may look dangerous for children to use, causing parents to demand a stop sign to halt traffic. Now a vehicle which had been a problem for 3 seconds white approaching and passing the intersection becomes a problem For a much longer period. A situation of indecision is created as to when to cross as a pedestrian or when to start as a motorist. Normal gaps in traffic through which crossings could be made safety no longer exist. An intersection which previously was not busy now looks like a major intersection. It really isn't - it just looks like it. It doesn't even look safer and it usually isn't. Most drivers are reasonable and prudent with no intention of maliciously violating traffic regulations; however, when an unreasonable restriction is imposed, i[ may result in flagrant violations. In such cases, the stop sign can create a false sense of security in a pedestrian and an attitude of contempt in a motorist. These two attitudes can and often do conflict with tragic results. Well-developed, nationally recognized guidelines help to indicate when such controls become necessary. These guidelines take into consideration, among other things, the probability o` ;;ehiclc: arriving at an intersection at the same time, the length of time traffic must wait to enter, and the availability of safe crossing opportunities. IM/f-77 STOP q_gg SIGNS Tratfic Manual 34987 POLICY i,- 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 trailractuated control devices except as provided in CVC 21355, Stop Signs. The conflicting commands of two types of control devices era con• fusing. If traffic is required to stop when the operation of the stop-and-go signals Is not warranted, the signals should be put on flashing operation with the red flashing Tight facing the traftlc that must stop. Where two main highways Intersect, the STOP sign or signs should normally be posted on the minor street to stop the lessertlow of traffic. Traitic 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 justily stopping the greater flow of traffic to permit a left•turning movement. STOP signs should not be Installed Indlscriminateiy 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 rail/highway 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 bean Interim use period during which plans for lights, gales or other means of control are being prepared. Portable orpart-time STOP signs shall not be used except for emergency purposes. Also, STOP signs should not be used for speed control. (~ ~ Multiway STOP signs The "Multlway 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. A trafliccontrol signal Is more satlelactory loran Intersection with a heavy volume of traftlc. Traffic Manual SIGNS q_3g 3-tse~ POLICY Any of the following conditions may warrant a multi- way STOP sign Installation: 1. Where traffic signals are warranted and urgently C needed, the multiway stop may be an interim measure that can be Installed quickly to control traffic while arrangements are being made for the signal Installations. 2. An accident problem, as Indicated by five or more reported accidents within a 12 month period of C a type susceptible to correction by a multiway stop installation. Such accidents Include right- and lef4turn collisions as well as right-angle collisions. 3. Minimum traffic volumes (a) The total vehicular volume entering the Inter C section from all approaches must average at least 500 vehicles per hour for any 8 hours of an average day, and (b) The combined vehicular and pedestrian J~~11 volume from the minor street or highway must // IJ1 average at least 200 units per hour for the V////~ same 8 hours, with an average delay to minor street vehicular traffic of at least 30, seconds per vehicle during the maximum hour, but t (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. C • Yield Signs The YIELD sign (R1.2) assigns right of way to traf}Ic on certain approaches to an Intersection. Vehicles controlled by a YIELD sign need stop only when nec C essary to avoid Inter}erence with other traffic that flt-2 Is given the right of way. The YIELD sign shall be a downward pointing, equl- rirrs lateral triangle having a red border band and a white ~ interior and the word YIELD In red Inside the border band. The standard size shalt be 38 x 36 x 36 Inches. • Warrants for YIELD Signs 3Mndsrd 38" 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 1 at all times, and where the safe approach speed on the minor road exceeds 1 O miles per hour. 2. On the entrance ramp to an expressway where an acceleration lane is not provided. f~C.~-/c~cNTS UN I,cJ. ;; i /-1 NJLE~i iVCfri~ /f/ 6'lfLi}ND aP_ af}.e-.ve5 rff /z/,//q,i N kj4RNt,$ _. kJ sn9 NOcE _ Y 3' 4TK Y3 / /sue Q/~ `~y__ <) ~uO Cji,C yy.. `"~ 3~ Q~ ~y_ -- / s' a.-~e 9.S - ___ --- .3 ~~ dTR 9Jr. / I/zo;;'~ - ,u 5.Y,e,c,c; S - cv. »i/.~,~.'.r y ~r"il; ~/1 "' .. 2 !/ /m~i /~ f~ /1, /~ N .;,,, ,r _. __ ,- ,. _ TRAFFIC ENGINEERING COMMITTEE REQUEST FOR CONSIDERATION DATE: Feb 8,1995 FROM: Ms. Elizabeth Jeffries 463-2463 (Work) RECEIVED BY: Larry J. Woods ~2~ SUBJECT: Request for Multiway stop at the intersection of West Perkins Street and Oak Street FOR CONSIDERATION AT MEETING DATED: Feb 13, 1996 at 3:00 PM in Conference Rm #3 COMMENTS BY THE REQUESTOR: See attached letter explaining her request. BACKGROUND REFERENCE Attached is a copy of the ITE Traffic Information Program Series on stop signs together with sheets 4-38 and 4-39 of the Caltrans Traffic Manual which states their policy on the warrants for the use of Multiway STOP signs. A check on the reported accidents on this part of West Standley Street indicates that there were 3 accidents in the last 12 Months and 2 accidents in the 12 previous months. Attached is a summary of the reported accidents in the last 24-month period together with the reports of the last 3 accidents. The volume of vehicular and pedestrian traffic was not counted at this intersection. It is however, highly unlikely that the volume of traffic would meet the Caltrans warrant number 3 a, b or c. Requestor has been notified of the meeting date and will not be able to attend the meeting. CONCLUSIONS A multiway stop at this intersection would require the addition of one stop sign to stop westbound traffic only since West Perkins Street is a one way street. None of the three warrants set by Caltrans appear to be met for the installation of Multiway Stop signs. The addition of a stop sign at this location is likely to cause substantial inconvenience to motorists and add noise and congestion to not only this intersection and may also have an affect on the intersection of West Perkins Street and School Street. teo-l3.req Norm Country Cerl,~er 4 January 12, 1996 City of Ukiah Traffic Engineering 300 Seminary Avenue Ukiah, CA 95482 Attn: Larry Wood, Senior Civil Engineer Dear Mr. Wood: 4 Several times in the past 12 months there have been accidents at the intersection of West Perkins and North Oak Streets. I am the receptionist in the North Country Center office building at the northeast corner of that intersection and have occasionally felt in danger because of the noise of squealing tires often followed by the sound of fenders bending and, in some instances, severe damage to parked vehicles outside my office. The only space between my office and the "crash site" is the sidewalk. My suggestion is that the intersection be made a 4-way stop just as is West Clay and South Oak Streets. It seems to me and others in this vicinity that drivers get confused at this intersection. That makes it dangerous not only for other drivers but for pedestrians as well. Please seriously think about implementing a 4-way stop at this intersection. Sincerely, Eliza eth Jeffries, Receptionist EJ copy: Rick Kennedy, City Engineer 4-38 3-1987 SIGNS ~.. Traffic Man 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. c 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. If traffic is required to stop when the operation of the stop•and-go signals is not warranted, the signals should be put on flashing operation with the red flashing Tight facing 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 lesserflow 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 eventualty breed contempt for both law enforcement, and obedience to the sign's command to stop. STOP signs may only be used at selected reiVhighway 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 for lights, gates or other means o! control are being prepared. Portable orpart-time STOP signs shall not be used except for emergency purposes. Also, STOP signs should nat 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 for an intersection with a heavy volume of traffic. C C C ,affic Manual SIGNS 4-39 11987 POLICY Any of the following conditions may warrant a multi- way STOP sign installation: 1. Where traffic signals are warranted and urgently C needed, the multiway stop may be an interim measure that can be installed quickly to control traffic while arrangements are being made for the signal installations. 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 C stop installation. Such accidents Include right- and left-turn collisions as well as right-angle collisions. 3. Minimum traffic volumes (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 averege day, and (b) The combined vehicular and pedestrian volume from the minor street or highway must average at least 200 units per hour for the same 6 hours, with an average delay to minor street vehicular traffic of at least 30 seconds per vehicle during the maximum hour, but t~ ~' ., (c) When the 85-percentile approach speed of the mayor street traffic exceeds 40 miles per hour, the minimum vehicular volume warrant is 70 percent of the above requirements. C • Yleld Signs The YIELD sign (R1.2) assigns right of way to traffic on certain approaches to an intersection. Vehicles controlled by a YIELD sign need stop only when nec C essary to avoid Interference with other traffic that is given the right of way. R1-2 The YIELD sign shall be a downward pointing, equi- rieio lateral triangle having a red border band and a white interior and the word YIELD in red inside the border l/ band. The standard size shall be 36 x 36 x 36 inches. • WarrantsforYIELDSigns smnaara ae~~ 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. Cc r /.l E-N T3 ~` W. l~EZ°KiNS' S . N- ~~/~ 7 dtT [lTP 42 U - i sr 4TR ~~~ 3 RO ~~ G :3/tL/4y N• °AK w P~KIN S iz/,~/9y o,~k PcRKiNS Z~ ~ /Ti~~-~ ~L~ 7 lZ/i4/5fd~ _ 6~4K kl i" :-s._",.- /6S%Pc '~) ~ s. ~/.~ 9S CJ ZN~Q~72 9s 0 - /.o .-r~-, a.- ~ yWw =qy H H Z ~ Q W ~ 0. 6 U ~, Mp H 6~.Y N 7 u ~ W {~j W H V S Z O ~' O u. 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III 3NC MC II .AC PK iSK O O 0 0 N O r i O .-1 O r 1 O r 1 O rl O ~ } S H P O P . S} Y I P O P , } H~ ~~ }} H T ` H P ~D h'1 SMrI ~p lllbN hI~.OM MPN.i N.~ mmri 5~.+ NO NN NNN NN N41 M e/O NN ~O S .D S IBS SS N S NS N S O O O N O N N pl M M M M M M IA O O O O O O O M M M M M M M N N N N N N N N ~ p W u O p \ a N O W . r C - F ° z ~~ a ~ ~ v i LL ~ NO 23 yin W W W W 4 H 2 p p FW-Z HZ N Y C 4 a' 1~/ N 1~/I N N N N C C a I p DO Y Q Z3 23 23 LL 3 w C w O 6 H 6 srATE or cAUwflNu TRAFFIC COLLISION CODING _Z- OAiE OF C NSION ~ iM[1 I ~~ NGC NWeE11 _ ~ OlRCEfl I. ~ NWefP /-~~ -' I ' /~ [•• ( l ~/J ` `~ Q MO. OAY YEAP 1~ Z~/ 1 ~r ( / I O WNEfl'8 NYAf / AOUNE88 NO11FlE0 PROPERTY DAMAGE 0 ~rES ~No o[scwmoH of PAMAOe SEATING POSITION SAFETY EQUIPMENT EJECTED FROM VEHICLE OCCUPANTS L • AIR BAQ DE-LOYED M / C BICYCI E - HF I uFT 0-NOT EJECTED A-NONE IN VEHGLE M-AIR BAG NOT DEPIOYEb DRIVER i•FULLYEJECTEO B-UNKNOWN N-OTHER V"~ Z-PARRALLY EJECTED C-LAP BELT USED P-NOT REQUIRED W-YES S-UNKNOWN I-DRIVEq D-LAP BELT NOT USED ~ Z 3 2T06-PASSENGERS E-SHOULDER HARNESS USED PASSENGER Q $ 6 T-STATION WAGON REAR F•SHOUIDEq HARNESS NOi USED C HLD RESTRAINT % ~ e-REAR OCC. TRK OR VAN G-LAPIBHOULDER HARNESS USED O-IN VENCLE USED Y-YES G-POSITION UNKNOWN H-UP/SHOULDEq HARNESS NOT USED R-IN VENCLE NOT USED '~ 0-OTHEq J-PASSIVE RESTRAINT USED S•IN VENCLE USE UNKNOWN K-PASSIVE RESTTWNT NOT USED T -IN VENCLE IMPROPER USE U - NONE IN VEHICLE ITEMS MARKED BELOW FOLLOWED BY AN ASTERISK (• ) SHOULD BE E%PLAINED IN THE NARRATIVE PRIMARY COLLISION FACTOR LIST NUMBER (M) OF PARTY AT FAULT TRAFRC CONTROL DEVICES ~ Q 'J TYPE OF VENCLE ~ Z $ MOVEMENT PRECEDING COLLISION e AVC SECpON VIO LIATED: cIT P[F " ACONTROLS FUNCRONNG APASSENGER CAq/STATION WAGON ASTOPPED ~ JjI~C AIL/ NO BCONTROLS NOi FUNCTIOHNG' B PASSENGER CAq W/TRAILER BPROCEEDING STRAIGHT BOTHER IMPROPER pRIVNG': CONTROl908 SCORED (,`MOTORCYCLE/SCOOTER RAN OFF ROAD D NO CONTROLS PRESENT/FACTOR' DRCKUP Oq PANEL TRUCK DMAKING RIGHT TURN (~`OTNER THAN DRIVER' 7rpE OF COLLISION ERCKUP/PANEL TRUCKW/TRAILER EMAI(ING LEFT TURN D UNKNOWN' HEAD-ON FTRUCK OR TRUCK TRACTOR FMAKING UTURN e E LL SLE BSIOESWIPE GTRUCK/TRUCK TRACTOR W/TRL0. GBACKING REAR END SCHOOL BUS SLOWING/STOPPING WEATNER(MARKITO RITEMS) BROADSIDE IOTHERBUS (PASSING OTHER VENCLE ACLEAR E HT OBJECT J EMERGENCY VEHCIE J CHANGING LINES B CLOUDY FOVERTURNED KHGHWAV CONST. EQUIPMENT {(PARKING MANEUVER (, PAINING VEHCIE /PEDESTRIAN L BICYCLE L ENTERING TRAFFlC D SNOWING OTHER • : MOTHER VENCLE MOTHER UNSAFE TURNING E FOG/VISIBILITY FT. MOTOR VEWCLE INVOLVED WITH NPEDESTRIAN N%ING INTO OPPOSING LANE F OTHER' : ANON-COLLISION MOPED PARKED G WIND PEDESTRIAN P MERGING LIGHTING OTHER MOTOR VEHGLE TRAVELING WRONG WAY • ADAYLIGHT DMOTOR VEHGLE ON OTHER gOADWAY ~ 2 3 OTHER ASSOCIATED FACTOR(S) OTHER': B DUSK-DAWN EPARKED MOTOR VEHCIE IMARKTTORITEMS) C DARK-STREETLIGHTS F7gAW Avc s[rnaW VaunoH: qrm D DARK-NO STREET LIGHTS BICYCLE ~Yn ^ No E DARK. STREET LIGHTS NOT • HAW MAL: Bvc B[rnoN VaunaN: CIY[p FUNCTIOHNG ^YE8 RO W FACE ^NO SOBRIETY-DRUG AD AY SUR Fl%ED OBJECT: I •VC 8[cnaN VpunoN: u ( ~ Z 3 K1 ~ADRY ~ OY~ (yAR TOf TEMS) B WET OTHER OBJECT: J ~~ NAD NOT BEEN DRINKING C sHOwv - Icr D EVISION OBSCUREMENT: BHBO-UNDER INFLUENCE DSLIPPERY(MUDDY, OILY, ETC.) HBD NOT U R •~ F INATTENTION' : - NDE INFLUENCE •' ROAD WAY CONDITION(S) G STOP 6 GO TRAFFIC NDO - IMPAIgMENT UNKNOWN PEDESTgIANSINVOlVEO FONDER DRUG INFLUEN ' (MARK1T021TEM5) E TE G LEA R P CE A NO PEDESTRIAN INVOLVED N RIN / VING AM H FIMPAIRMENT PHYSICAL' P E S COLLI N - ' A R VIOU SIO IMPAIgMENi NOT KNOWN HOLES, DEEP RUT BCROSSING IN CROSSWALK UNFAMILIAR WITH ROAD LOOSE MATERIAL ON ROADWAY' AT INTERSEC TION NOT APPLICABLE B I(pEFECRVE VEH EQUIP : C OBSTRUCTION ON ROADWAY' CROSSING IN CROSSWALK-NOT ~O . ~'[s (SLEEPY/Fg71GUED D CONSTRUCTION-REPAIR 20NE AT INTERSECRON ^~ S PECIAL INFORMATION E REDUCED ROADWAY WIDTH DCROSSING-NOT IN CROSSWALK LUNINVOLVED VEHGLE AHAURDOUS MATERIAL FLOODED' INROAD-INCLUDES SHOULDER OTHER •: G OTHER • : NOT IN ROAD NONE APPARENT I'{NO UNUSUAL CONDITIONS APPROACMNG /LEAVING SCHOOL BUS QRUNAWAY VENCLE SKETCH "-~ ( V MISCELLANEOUS `~ 7 .I~,T,N~ ~ ~oZ'~1 ~Ia.J /~ ~~'~ °r E CA,~~r n} DALE V-1 ~ ~c= 3 Cd~3 cc iJ. t~~ t o ~ ti . t - -2 ~ - - tl V ~ rj. aAk ST. ~ ~. ;-alas . CHP SSS PAGE t( Mv1ie)OPI OE2 FACTUAL DIAGRAM ~ ~-- o..e /~ u~no~ ~ l _I. e I+..el ~ m .~..... «. ~.o ~~ ~ / 9~ ~~ ~~as 4~ 9~-~Gss ALL MEASUREMENTS ARE AvvRO%IMATE AND NOT TO SCALE UNLESS STATED (SCALE 17~~G~A~-t ~S .~o~ Tt7 SG'lalc: AI ~ Msl~Su~ ME.-~'~ s AZt. LaPPR.ok lMrsr~ ~ , . f ' ~okc.~ IJOIZTf1 Ycllo~ ~~IG ST' I ~ I.-~E X13 ,y .. ~ y~o,, ' 1- ' dal' v3 ~ S3 I l.-~ES'7' ~__ ~ Pos~~~J ~.~k-t.~s s~v Swa I 075 MPµ a~,31, v Wss~~ ~xrrN I SrOO S,a.! Op1c ~. ar ivF~ ~ .~. ~ ., o. ~ ,. ~" „L.., .,....E ~ Ne. o.. ... CRP 555-Page 4 (Rev II$51 OPI 047 TRAFFIC COLLISION CODING PgGE ~ OF GATE OF ORIGINAL INCIDENT 12 - 18 - 94 TIME (2400) 1911 NCIC NUMBER 2303 OFFICER 1. D. 000408 NUMBER 94-4712 °ROPERTY OWNERS NAME/ADDRESS NO7IF IED DAMAGE DESCRIPTION OF DAMAGE SEATING POSITION _ DRIVVER to 6-PASSENGERS -STA. WGN. REAR 1 2 3 -RR. OCC. TRK. OR VAN -POSITION UNKNOWN 4 5 6 OTHER 7 SAFETY EQUIPMENT OCCUPANTS M/C BICYCLE-HELMET A"-MORE-Ifl VEHICLE B-UNKNOWN H-AIR BAG NOT DEPLOYED DRIVER C-LAP BELT USED N-OTHER V-NO D-LAP BELT NOT USED P-NOT REQUIRED W-YES E-SHOULDER HARNESS USED F-SHOUIDER HARN NOT USED CHILD RESTRAINT PASSENGER G-LAP/SHOULDER HARN USED f7=71~VEflICCE-USED %-NO H-LAP/SHOULDER HARN NOi USED R-IN VEHICLE NOT USED Y-YES J-PAS IVE RESTRAINT USED S-1N VEHICLE USE UNKNOWN K-PASSIVE RESTRAINT NO7 USED T-1N VEHICLE IMPROPER USE L-AIR BAG DEPLOYED U-NONE IN VEHICLE EJECTED FROM VEH N07 EJECTED FULLY EJECTED PARTIALLY EJECTED -UNKNOWN ITEMS MARKED B ELOW WHICH ARE FOLLOWED BY AN AS TERISK (*) SHOULD RE EXPLAINED 1N THE NARRATIVE PRIMARY COLLISION FACTOR LIST NUMBER (N) OF PARTY AT FAUL TRAFFIC CONTROL DEVICES 1 2 3 TYPE OF VEHI[lE~ 1 2 3 MOVEMENT PRECEDING COLLISION A VC SECTION VIOLATED: CITED A CONTROLS FUNCTIONING X X A PASS CAR/STN. WGN. A STOPPED 1 2 2 4 5 0 VC NO B CONTROLS NOT FUNCTIONING* B PASS CAR W/TRAILER X X B PROCEEDING STRAIGHT e OTHER IMPROPER DRIVING* C CONTROLS OBSCURED C NOTORCYCLE(S0007ER C RAN OFF ROAD C OTHER TFIAN DRIVER* D NO C11TRL5 PRESENT/FACTOR D PICKUP OR PANEL TRUC D MAKING RIGHT TURN D UNKNOWN" TYPE Of COLLISION E PICKUP/PNEL TRK W/7L E MAKING LEFT TURN E FELL ASLEEP* A HEAD-ON F TRK OR TRK TRACTOR F MAKING U TURN WEATHER (MARK 1 TO 2 ITEMS) B SIDESWIPE G TRK/TRK TRACTOR W/TL G BACKING X A CLEAR C REAR END H SCHOOL BUS 1{ SLOWING ) STOPPING B CLOUDY X D BROADSIDE I OTHER BUS I PASSING OTHER VEH C RAINING E HIT OBJ EC7 J EMERGENCY VEHICLE J CHANGING LANES D SNOWING F OVERTURNED K HWY. CONST. EQUI PMEN K PARKING MANEUVER E FOG / Y15IBIlITY: G VEHICLE / PEDESTRIAN L BICYCLE L ENTERING TRAFFIC F OTHER*: II OTHER": M OTHER VEHICLE M OTHER UNSAFE TURNING G WIND MOTOR VEHICLE INVOLVED UITH N PEDESTRIAN N XI NG tNTO OPPOS LANE LIGHTING A NON-COLl1SION 0 MOPED 0 PARKED A DAYLlGIiT B PEDESTRIAN P MERGING B DUSK-DAWN X C OTHER MOTOR VEH ICIE 1 2 3 qq 77 OT(MFRKSSOTIOATEDTEMS)O 2 ""11 Q TRAVELING WRONG WAY X CDARK-STREET LIGHTS D MTR VEH ON OTHER ROADWAY A VC SEC T V10 LTN: CITE R OTHER": D DARK-NO STREET LIGHTS E PARKED MOTOR VEHTCLE E DARK-SiR LIGHTS NOT FUNC F TRAIN B VC SECT VIOLTN: CITE ROADWAY SURFACE G BICYCLE SOBRI E TY - DRUG X A DRY H ANIMAL: C VC SECT YIOLTN: CITE 1 2 3 y LL y (MARKH'ISSOA2 ITEMS) B WET X X A HAD NOT BEEN DRINKNG C SNOWY - ICY I FIXED OBJECT: E VIS. OBSCURED: B HBD-UNDER INFLUENCE LIPPER Y (RUDDY OILY, ETC.) D S F INATTENTION* C HBO-NOT UNDER INFLUE g Y TONDIITEMS MARKA J OTHER OBJECT: G STOP $ GO TRAFFIC D HBD-IMPAIRMENT UNK* ( 1 ) 2 PEDESTRIAN'S gCT16N5 H ENTERING/LEAVING RAM E UNDER DRUG INFLUE* A HOLES, DEEP RUTS* X A 110 PEDESTRIAN 1NVOlVED I PREVIOUS COLLISION F INPAIRMENT-PHYSICAL* B LOOSE MATERIAL ON RDWY" B CROSS 1t1G IN %WALK/1NTERSC J UNFAMILIAR U1 TI{ ROAD G IMPAIRMENT NOT KNOWN C OBSTRUCTION ON ROADWAW C CROSSING 1N XWALK NOT AT K DEFCT VEH EQUIP:CITE H NOT gPPLICABIE D CONSTRUCTION - REPAIR ZONE INTERSECTION I SLEEPY / FATIGUED E REDUCED ROADWAY UI DTH D CROSSING NOT 1N CROSSWALK L UNINVOLVED VEHICLE SPECIAL INFORMATION F FIOODED* E IN ROAD-INCLUDES SHOULDER M OTHER*: q HAZARDOUS MATERIAL G OTHER*: F NOT IN ROAD X X N NONE APPARENT X H NO UNUSUAL CONDITIONS G APPROACHING/LEAVG SCH BUS O RUNgWAY VEHICLE SKETCH 3. oAw ,J. aq{c. 1 ~~~ ~ y. vz ---- t,J r~'r" .K1~ MISCEILANE0U5 1976 20 Years of County-wide Service 1996 February 7, 1996 City of Ukiah, Traffic Engineering Committee City Hall Ukiah, CA 95482 Subject: Request for permission to relocate the bus stop, passenger bench and shelter on Main Street at Perkins Street For over sixteen years, the MTA has enjoyed the use of the curb area across from the Library, on south bound North Main Street, just north of Perkins Street, as a primary bus stop. Until about three years ago, this was also used as a transfer location with several buses meeting and exchanging passengers. All transferring is now done at the Crossroads Transit Center, next to Bagel-Zen- Blues. The library stop will continue to be our primary stop serving the downtown until a central facility is developed, perhaps at the railroad depot. The Main Street stop serves buses traveling both north and south on our local route and our services to the Valleys, Willits and the South Coast. In order to consolidate passengers for both directions into one stop, south bound buses are forced to circle the block bounded by Main, Perkins, State and Standley Streets on each trip (about 19 times per day). A transit consultant currently reviewing our local service, has suggested that by eliminating this circuitous movement, we could reduce our travel time and mileage and provide our passengers with a quicker, more direct service to their destinations. After reviewing the area around the existing stop, I have determined that a very efficient way to implement this suggestion would be to relocate our stop to the north end of the same block on North Main Street. (Please refer to the attached drawings.) South bound buses would stop on Standley, just short of the stop sign, then proceed north on Main Street after stopping at the stop sign. North bound buses (traveling south on Main Street) would stop on Main Street, just south of Standley, and proceed west on Perkins on their route. 241 Plant Road Ukiah. California 95482 (707) 462-5765 Fax (707) 462-1760 Mendocino Transit Authority The new stop location would consist of a new style aluminum and Plexiglas passenger shelter, a passenger bench and two signed stops. We would ask the City to post one sign on East Standley Street, east bound on an existing post behind the North Main Street stop sign. The other sign would be needed on south bound North Main Street, just south of East Standley Street. It could replace the existing parking limit sign on Main. The existing bus stop sign could be replaced with a parking limit sign for the new spaces. These are identified on the attached "Proposed Revision" drawings. We also ask that the indicated parking spaces be removed and replaced with red curb. ADA access to the proposed stop would be accommodated by the existing twelve foot wide sidewalk on Main Street. On the Standley Street side, the sidewalk is only five and a half feet deep but existing public right of way as listed in the Block Book of Ukiah, March 2, 1908, is forty feet wide, thus extends onto the existing parking area immediately behind the sidewalk. The parking area grade matches the sidewalk and there are no parking barriers. feel that the relatively few wheelchair boardings and alightings at that stop can be accomplished without dedicated right of way. Some parking changes would be required and an opportunity would be gained to add a right turn pocket on south bound Main Street at Perkins. One existing parking place on Standley Street and two spaces on Main Street would be displaced. Two new parking spaces could be designated in the area the existing MTA stop is vacating, and a new right turn pocket could be striped as well. Ample alternative parking exists in the City lot on the north east corner of the Standley and Main Streets intersection to offset the net loss of one space. The shelter we propose to install at the new location would be a new style aluminum and Plexiglas model with clear sides and back to minimize the visual obstruction caused at the intersection. The current bench would be relocated and signs and associated hardware would be provided by the MTA. I hope you will act favorably on this request. We at MTA are excited about the prospect of this service improvement for relatively little effort. Feel free to contact me at or prior to the meeting 'tf you have questions. I will attend the meeting and provide pictures of the site and proposed shelter at that time. Sincerely, ~~ ~~- Steve Turner Operations Manager Attachments -_.__ j _-___ __ .___.-._.___ .__ t N -------- - - - --- T T -~ -. - - ---- -~ - - -~-- --- ---FX1F~X1-~/----- ---- - f • - - - rs,~~ ---- ~ -- - _ - --- - - -- --- - - - - - _ ~ _ _ _ E~ristwS /~ -- - --- - -- - ' I Flr.~u.f - / -- STU p S/6N ~ ~ _ ~~! - T«_-- ~ o ~,t- ----- - f - -- - ---- --- - -E -- - _. ~~ - -- \' 1 I r ,~X ~ SI ~I S - - -- -- - ---ldk~<~-- --~ ~, i ~ ~; ~~• ~ ~ - ---?-~~~g~ -- -sr--- -------- - __- - _.. _ _ _ _- _-- -- -- ~ws{,~-- s. SI~J ~) 0 .., ~ _ti - ~ - 1- - -- - - - -- .~ k_--__,__----~---. 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I _ _ . _ ~_. ~ ~~ 4 1976 20 Years of County-Wide Service 1996 Memo To: City of Ukiah, Traffic Engineering Committee From: Steve Tumer, Operations Manager, MTA Date: February 7, 1996 Subject: Request for a twenty foot extension of the existing red curb in front of Saint Mary's School on South Dora Street, at the northern intersection of Luce Avenue Please consider our request to lengthen our bus stop at Saint Mary's School, on South Dora Street. Currently, the space available between the crosswalk and the northern end of the red curb area, is forty nine feet long. Beyond the red curb is a white curb passenger loading area extending another 70 feet. Automobile drivers park as close as possible to the end of the red curb, which forces the bus driver to stay back about ten feet from the north end of the loading area to allow space for the bus to pull away from the curb. This causes the rear end of the 35 foot bus to be just north of the cross walk, limiting visibility for the pedestrians and the crossing guard. We are asking that the Ciry extend the red cub north an additional twenty feet to allow safer ingress and egress of the bus, and better visibility around the crosswalk. The white curb passenger loading area could also be extended twenty feet further north. The existing conditions and proposed changes are shown on the attached drawings. 1 will be forwarding a copy of this request to the principal at Saint Mary's School as well. Please feel free to call me directly in advance if you have questions. 1 am planning to attend the committee meeting on February 13, 1996. Attachments cc:Saint Mary's School Mendocino Transit Authorlry 6` r--~ s~-{ ~. {~ ~ u~ Sidewa~~z -~ 3 a d 4 C~S_W~K _„R._ Bus S{op ..,~ 'a 3 .A cn T ~Q Wqq i1J a-, c r o~ ~s s~ i b 4 V Q += 2 x qL ~s.] !~ vJ CT` .. r--t 3 ~ -+ ~ ; ~ ~ ~w Sidewallx Bus Stop r a -o rii b 00 .~ '~ V N ~ 3 2 ,~ CROSS~~K ~~ l~ ~i <A Q ~~ ~ ~ ~~ J Z ~ Q 4 Q t ~ o r q `u N 2 2 ~3 , ~ CQ ,,, h Q ~~ U Q VJ