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HomeMy WebLinkAboutAGENDA REPORT 2002 0821 CC REG ITEM 10BITEM 10.8• (-TTY (1F'i ooRPARK. C'ALTFORKTA City CnnnCil Meeting of 2-1 22'2 ACTTON: I yj ,+O .l l -,Top Siconl ` Z quo Pno✓i DF Rryso �2. �i y "TO Moorpark Moorpark City Council v. ' J Agenda Report TO: The Honorable City Council "10— FROM: Kenneth C. Gilbert, Director of Public Works DATE: August 5, 2002 (Council Meeting 8- 21 -02) SUBJECT: Discussion of Traffic Issues on Cedarpine Lane BACKGROUND A. Transportation and Streets Committee [ "Committee "] In response to concerns raised by local residents, regarding excessive speeds and other traffic problems on Cedarpine Lane, the Committee has met and discussed these matters with local residents on several occasions. B. Perceived Problems As expressed by a number of residents in the area (see Exhibit 1 for a map of the neighborhood), the perceived traffic problems are generally summarized as follows: • excessive speed; excessive downhill speed (southbound); • non -local traffic using Cedarpine as a shortcut; • failure of traffic from side streets to stop or yield right -of -way; and • turning traffic cutting the corner. C. Prior Traffic Control Measures Taken Staff has modified traffic controls in the area in a number of ways, including: • installation of additional 25MP H • installation of center stripes intersection of Cedarpine Lane effort to discourage turning corner; and Cedarpine—traffic speed limit signs; at all three legs of the and Donnybrook Lane in an traffic from cutting the C, Cedarpine Traffic August 5, 2002 Page 2 • installation of a "Cat- Track" through the Cedarpine / Donnybrook intersection to also discourage traffic from cutting the corner. D. Enforcement Efforts The Police Department has deployed traffic officers in the area on a number of occasions. Traffic officers have also made an effort to locate, contact and speak with known "chronic" offenders, in an effort to raise awareness of the problems associated with excessive speed in residential neighborhoods. On one occasion, Traffic Officers conducted survey in the area. The survey found that was 28 MPH. In the opinion of Traffic familiar with the neighborhood, there has presented to demonstrate that vehicular neighborhood are any worse than that typic residential area. E. Future Actions an informal speed the average speed Officers who are been no evidence speeds in this ally found in any Staff is in the process of obtaining a "portable" speed feedback sign, which will be placed in various residential neighborhoods on a temporary basis. It is the intent of staff to place this sign in this neighborhood for short periods. F. Other Possible Future Actions As discussed by the Committee, the placement of a STOP sign for a side street at a three -way intersection satisfies one of the Stop Sign Warrants. Accordingly, a STOP sign could be placed at the following locations: • the east leg of Cedarpine Lane & Deering Lane; and • the east leg of Cedarpine Lane & Donnybrook Lane. Pro: A STOP sign and Limit bar in the east leg of Donnybrook & Cedarpine could discourage southbound traffic from cutting the corner. Con: Placement of STOP signs for "side traffic" could cause the vehicle speeds on the through street ( Cedarpine) to increase. Status: Implementation of these options has been deferred until the City Council could discuss these matters. Cedarpine—traffic i Cedarpine Traffic August 5, 2002 Page 3 In addition, a STOP sign could also be installed for the side street at the intersections of Weeping Willow Drive / Donnybrook Lane and Southhampton Road / Donnybrook Donnybrook Lane. G. Three -Wav STOP Neighborhood residents have expressed support for the installation of a Three -Way STOP at Cedarpine Lane and Deering Lane - an intersection located about half -way between Gunsmoke Road and Christian Barrett Drive. The purpose for such an installation would be to lower the speed of traffic on Cedarpine Lane. This suggestion was discussed at a number of Committee meetings. The Director of Public Works noted certain problems with such an installation, which are summarized below. Councilmember Millhouse supported the idea. Councilmember Mikos did not. H. Notice A Notice of this meeting was mailed to area residents. DISCUSSION A. STOP Signs As previously discussed, the purpose of a STOP sign is to resolve issues of "right -of -way" at an intersection. Attached as Exhibit 2 is a hand -out summarizing the propose uses for a STOP sign. As discussed above, the placement of a STOP sign for side street traffic at a three -way intersection, meets one of the STOP sign warrants. The sign tells drivers on the side street that they are to stop and yield the right -of -way to traffic on the through street. The placement of a STOP sign on any through street should only occur if one of the other STOP sign Warrants (see Exhibit 3) is met. These warrants usually have to do with higher traffic volumes or an accident history. In such cases, when certain thresholds are exceeded, a STOP sign is "warranted ". A STOP should not be used for speed control. If this were a "legitimate" reason for the installation of STOP signs, there would be a STOP sign at almost every intersection, in every neighborhood, throughout the State and the country. The STOP sign would soon loose its meaning and the incidences of STOP sign violations would go up, as would the accident rate. Cedarpine—traffic Cedarpine Traffic August 5, 2002 Page 4 B. Three -Way STOP at Deering Lane As mentioned above, it has been suggested that the intersection of Cedarpine Lane and Deering Lane be designated a "Three -Way" STOP. It is the opinion of staff, if a STOP sign Warrant Study were to be performed for this intersection, such a report would find that none of the STOP Signs Warrants are met. In the past, the City Council has directed that STOP signs be installed at certain intersections where it was believed that no STOP Sign Warrant could be met. In each case the City Council made certain findings to justify such installations. Those findings typically described a set of unique characteristics, related to traffic safety, which indicated a need for the placement of STOP signs to control traffic flow at and through the intersection in question. Deering Lane is a cul -de -sac street. Traffic volume on Deering Lane is relatively minor. Although there may be a slightly higher than average number of drivers using these streets to get from the area north of Gunsmoke Road to Christian Barrett Drive, the volume of this type of traffic does not seem to justify stopping traffic on Cedarpine Lane at Deering Lane, in order to resolve right -of -way conflicts. It appears, therefore, that it would be difficult to describe a set of "unique characteristics" which would indicate the need for a "Three -Way" STOP at this intersection. C. Other Measures In the opinion of staff, there are no reasonable engineering solutions, which have not yet been implemented, which could be applied in order to "lessen" the real or perceived traffic problems on these streets. As with similar problems in other neighborhoods, excessive vehicle speeds in residential neighborhoods is a behavioral problem with few effective engineering solutions. Continued enforcement and public educational outreach efforts, appear to be the only options available. STAFF RECOMMENDATION Direct staff as deemed appropriate. Attachments: Exhibit 1: Map Exhibit 2: STOP Exhibit 3: STOP Cedarpine—traffic Sign Hand -Out Sign Warrants PITT n)r L T OO D C C r N IN G CIS D �N R 0 K J \ 5 ROOK LtQENp STop Si G KL PITT n)r eSTOp eSICsNTS WHY DON'T THEY PUT IN MORE STOPS I GNS? A stop sign is one of cur most valuable and effective control devices when used at the right place and under the right conditions. It is intended to 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 such 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 while 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 safely 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 lock 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, it 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 of vehicle. arriving at an intersection at the same time, the length of time traffic must wait to enter, and the availability of safe crossing opportunities. STOP ' : a _ -_0 29 Traffic Manual SIGNS rk. a x. 3 4 -03.6 INDIVIDUAL POLICIES FOR REGULATORY SIGNS Gil Federal Sign No. R1 -3 R1 -1 POLICY 4 -41 1 -,998 STOP SIGNS, SUPPLEMENTAL PLATES AND YIELD SIGNS • STOP SIGN The Stop sign (R1) shall be used where traffic is required to stop except at signalized intersections. The Stop sign shall be an octagon with white message and border on a red background. At a multiway stop intersection, a supplemental plate (R1 -3 or R1 -4), may be used. When used, they should be mounted below each Stop sign. The numeral on the supplementary plate shall correspond to the number of approach legs, or the legend All -Way (R1 -4) may be used. The plate shall have white letters and border on a red background. The supplemental plates R1 -3 and R1 -4 should R1 -3 not be used at intersections with State highways. A red flashing beacon, or beacons may be used in conjunction with a Stop sign. See Section 9 -05, "Flashing Beacons ". Secondary messages shall not be used on Stop sign faces. - -- R1 -4 arrants -for Stoners - - - - -- -- -- R1 -4 Because the Stop sign causes a substantial inconvenience to motorists, it should only be used where warranted. AStopsign maybe warranted at an intersection where one or more of the following conditions exist: 1. On the less important road at its intersection with a main road where accident history justifies the placement of Stop signs. 2. On a county road or city street with its intersection with a State highway. 3. At the intersection with two main highways. The highway traff ic to be stopped depends on approach speeds, volumes and turning movements. 4. On a street entering a legally established through highway or street. 5. On a minor street where the safe approach speed to the intersection is less than 16 km /h. 6. At an unsignalized intersection in a signalized area. 7. At other intersections where a combination of high speed, restricted view and accident record indicates a need for control by the Stop sign. A Stop sign is not a "cure -all" and is not a substitute for other traff ic control devices. Many times the need for a Stop sign can be eliminated if the sight distance is increased by removing obstructions. 4 -42 SIGNS Traffic Manual 1 -1996 POLICY Stop signs should not be used for speed control. 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 confusing. 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 or Yield signs may be installed at any highway -rail grade crossing without automatic traffic control devices with two or more trains per day traversing the crossing. Two or more trains per day is interpreted to mean an average two or more trains per day operating over the crossing each day for a period of one year prior to the installation of the Stop or Yield control sign. Portable or part-time Stop signs shall not be used except for emergency purposes. •__ Multiway Stop_ Signs The " Multiway Stop" installation maybe useful at some locations. It should ordinarily be used only where the volume of traffic on intersecting roads is approximately equal. A traffic control signal is more satisfactory for an intersection with a heavy volume of traffic. Any of the following locations may warrant multiway Stop sign installation: 1. Where traffic signals are warranted and urgently needed, the multiway stop may be an interm 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 of correction by a multiway stop installation. Such accidents include right and left - turn collisions as well as right angle collisions. 3 .Minimum traffic volumes; (a) The total vehiclular volume entering the intersection from all approaches must average at least 500 vehicles per hour for any 8 hours of an average day, and IY ) .} ivl T Traffic Manual SIGNS 4 -43 1 -1996 POLICY (b) The combined vehicular and pedestrian volumefrom 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 85th percentile approach speed exceeds 64 km /h, the minimum vehicular volume warrant is 70 % of the above requirements.