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HomeMy WebLinkAboutAGENDA REPORT 1990 0627 CC ADJ ITEM 11FBERNARDO M. PEREZ Mayor SCOTT MONTGOMERY Mayor Pro Tern ELOISE BROWN Councilmember CLINT HARPER, Ph.D. Councilmember PAUL W. LAWRASON, Jr. Councilmember LILLIAN KELLERMAN City Clerk MOORPARK MEMORANDUM To: The Honorable City Council From: John F. Knipe, City Engineer Date: June 21, 1990 STEVEN KUENY City Manager CHERYLJ.KANE City Attorney PATRICK RICHARDS, A.I.C.P. Director of Community Development R. DENNIS DELZEIT City Engineer JOHN V. GILLESPIE Chief of Police RICHARD T. HARE City Treasurer Subject: CAMPUS PARK DRIVE - INTERSECTION SIGHT DISTANCE AND TRAFFIC CONTROL BACKGROUND INFORMATION AND SUMMARY Per Council direction and in response to citizen's concerns, various analyses were conducted to evaluate intersection sight distance and traffic control along the Campus Park Drive corridor. This study examines available intersection sight distance, existing traffic volumes, accident occurrences within the last year, and traffic control warrants along Campus Park Drive between Princeton Avenue and Collins Drive. Campus Park Drive, shown on Exhibit "A ", is a secondary arterial that generally serves residential areas and the Moorpark Community College. This roadway has four travel lanes and a 14 foot landscaped median. In general, parking is prohibited along the north side of the street and permitted along the south side of the street. The posted speed limit is 40 mph. To evaluate available sight distance and traffic control alternatives, this study considered factors such as traffic volumes, accidents and field observations. These evaluations resulted in recommendations for parking prohibitions and landscaping modifications with traffic ;control along the corridor to remain unchanged. INTERSECTION SIGHT DISTANCE ANALYSES Intersection sight distance was analyzed by referring to standards contained in the Institute of Transportation Engineers Transportation and Traffic Engineering Handbook. The standard specifies a minimum 500 feet of intersection sight distance for a 50 mph design speed, which was selected based on Ventura County design standards and prevailing speeds as identified in the most recent engineering speed study. Intersection sight distance is typically measured from a point on the minor street approach (15 feet behind the major street curb prolongation) to a point located within the center of the travel lane on the major street. The driver's eye height on the minor street approach is assumed to be 3.5 feet and the approaching vehicles orl the major street are assumed to have a height of 4.25 feet. 799 Moorpark Avenue — Moorpark, California 93021 (805) 529 -6864 SC'Sti AVERAGE DAILY TRAFFIC VOLUMES � N.T.S. - A memo. «... �..,.A�► ' Aa ' 4 10 0 f r PA f M C Ov N fi C� MAI11l� ST t M n _......... fl. rr �- ui 00�� << p 7200 u anM131 o 8400 — STANK r�r� (f E 9M (I �,� sT1 AK ER AlE AV a vi 7 S� co ? w 700 �ifit�C. DIIACENA Av: _ �. -� lra Cl- CJ 0�1 < w d `�J VARSITY� O c C;f�•' fN , u) F= L - to ct _ • 0. r '• �lr �(! _ C] y 0R()it' 4J i1r{1 /'US f'K� S 1A N C j` U L LFS ,A o EXHIBIT A I � P.41 . - «-- Although this intersection sight distance standard is normally implemented when designing or plan checking new streets, the standard may not be achievable in developed areas. Depending on various factors, however, an intersection that does not achieve this standard is not necessarily dangerous or unsafe. Within this context, this standard was used as a guide for the purpose of evaluating existing conditions at intersections along Campus Park Drive. Intersection sight distance was evaluated along Campus Park Drive at the Princeton Avenue, Julliard Avenue, Penn Street, Marquette Street, Pecan Avenue, and Collins Drive intersections. The locations of these intersections are shown on Exhibit "A" and available intersection sight distance is summarized in Table 1 and Table 2. Available intersection sight distance and recommended sight distance improvements at each of the intersections analyzed are discussed below: Princeton Avenue - Sight distance at the northbound approach and the westbound left -turn pocket at the Princeton Avenue intersection is adequate. No improvements or changes are necessary. Julliard Avenue - Sight distance to the east from the southbound approach is adequate. However, sight distance to the west from the southbound approach is somewhat limited by a stucco privacy wall at the northwest corner of the Julliard Avenue intersection. Although sight distance to the west is limited to 300 feet from a point 15 feet behind the Campus Park Drive curb prolongation, vehicles can move forward to obtain adequate sight distance before entering Campus Park Drive. To determine if moving forward to obtain adequate sight can reasonably be expected of motorists, various factors were considered, such as field testing, field observations of turning traffic, Campus Park Drive main width, and the presence of an 8 foot bike lane on Campus Park Drive. After considering the above factors, it was concluded that adequate sight distance may be achieved for the existing conditions at this specific intersection without the need for improvements. Because there are horizontal and vertical curves on Campus Park Drive at the Julliard Avenue intersection, sight distance from the eastbound left -turn pocket is somewhat limited by median landscaping and an R -7 "Keep Right Symbol" sign located within the median. Although the shrubs, trees and boulders in the median at this location do not totally obstruct visibility from the left -turn pocket, additional sight obstructions may occur as the shrubs and trees continue to mature. Therefore, the following improvements are recommended at the intersection: o The R -7 "Keep Right Symbol" sign should be raised. o Median trees within an area 400 feet east of Julliard Avenue should be thinned. It is estimated that removal of every second tree (approximately 3 trees total) would improve sight distance significantly. -3 TABLE 1 AVAILABLE SIGHT DISTANCE FROM SIDE STREETS ALONG CAMPUS PARK DRIVE (1) Available sight distance was determined by assuming that vehicles are parked in the permitted parking areas along the south side of Campus Park Drive. -4 SIGHT DISTANCE TO WEST (FT) SIGHT DISTANCE TO EAST (FT) LOCATION AT CURB 7.5' BACK 15' BACK AT CURB 7.5' BACK 15' BACK Princeton Avenue Northbound 550+ 550+ 550+ 550+ 550+ 550+ approach Julliard Avenue Southbound 550+ 450 300 550+ 550+ 550+ approach Penn Street Northbound 550+ 550+ 455 330(" 195(" 150"' approach Marquette Street Northbound 295"' 235... 215(' 310"1 185(" 140(" approach Southbound 330 315 260 550+ 550+ 550+ approach Pecan Avenue Northbound 95(l) 75(l) 70") 275(1) 160(') 120(1) approach Southbound 550+ 550+ 500 550+ 550+ 375 approach Collins Drive Southbound 550+ 550+ 550+ 550+ 550+ 400 approach (1) Available sight distance was determined by assuming that vehicles are parked in the permitted parking areas along the south side of Campus Park Drive. -4 TABLE 2 AVAILABLE SIGHT DISTANCE FROM LEFT -TURN POCKETS ALONG CAMPUS PARK DRIVE LOCATION Princeton Avenue Westbound left Julliard Avenue Eastbound left Penn Street Westbound left Marquette Street Westbound left Eastbound left Pecan Avenue Westbound left Eastbound left Collins Drive Eastbound left N/A = Not Applicable SIGHT DISTANCE SIGHT DISTANCE TO WEST (FTC, TO EAST (FT) __5 5 550+ N/A N/A 350 550+ N/A 550+ N/A N/A 550+ 550+ N/A N/A 550+ N/A 550+ o Landscaping located within the median and within 500 feet of the centerline of Julliard Avenue should be periodically trimmed and pruned to maintain adequate sight distance. This can be achieved if the height of shrubbery and boulders does not exceed an estimated 1.5 feet above the median curb and the lowest branches on the trees are at least an estimated 6 feet above the median curb. Penn Street - Sight distance to the west from the Penn Street approach is slightly limited by a wooden fence near the southwest corner of the intersection; however, although sight distance is limited to 450 feet from a point 15 feet behind the Campus Park Drive curb prolongation, adequate visibility can be obtained if the motorist moves closer to Campus Park Drive. For reasons similar to those applying to the Julliard Avenue intersection, it was concluded that adequate sight distance to the west can be achieved without the need for improvements. Sight distance to the east from the Penn Street approach is limited if vehicles are parked on the south side of Campus Park Drive. The existing median landscaping at the Penn Street intersection does not obstruct visibility from the northbound Penn Street approach or the westbound left -turn pocket. Consequently, prohibition of parking on the south side of Campus Park Drive from the Penn Street end of curb return (ECR) to 120 feet east of the Penn Street ECR is the only sight distance improvement recommended at this location. Marquette Street - Sight distance to the east and west from the northbound approach on Marquette Street is obstructed if vehicles are parked on the south side of Campus Park Drive near the intersection. The existing median landscaping on Campus Park Drive does not obstruct visibility from the northbound approach. Sight distance to the east from the southbound approach on Marquette Street is adequate. However, sight distance to the west from the southbound approach on Marquette Street is limited by median landscaping on a mounded median and by a newsstand located on the sidewalk at the northwest corner of the intersection. Sight distance from each of the left -turn pockets on Campus Park Drive is adequate. In order to improve sight distance at the Marquette Street intersection, the following improvements are recommended: o Prohibit parking along the south side of Campus Park Drive from the beginning of curb return (BCR) of Marquette Street to 335 feet west of the BCR of Marquette Street. o Prohibit parking along the south side of Campus Park Drive from Marquette Street to Pecan Avenue. o Relocate the newsstand from the northwest corner of the intersection to a point at least 50 feet west of the Marquette Street ECR. o Median mounding and landscaping within 500 feet west of the centerline of Marquette Street should be modified and maintained to provide adequate sight distance. This can be achieved if the mounding, boulders and landscaping are maintained so that their height does not exceed an estimated 2.5 feet above the median curb and the lowest branches on gees are at least an estimated 6 feet above the median curb. W. Pecan Avenue - Sight distance to the east and west from the northbound approach on Pecan Avenue is limited if vehicles are parked on the south side of Campus Park Drive near the intersection. Sight distance to the west from the southbound approach is adequate. However, sight distance to the east from the southbound approach on Pecan Avenue is slightly limited by shrubbery on an earth embankment on the northeast corner of the intersection; although sight distance at this location is limited to 375 feet from a point 15 feet behind the Campus Park Drive curb prolongation, motorists can move forward to obtain adequate visibility before entering the intersection. For reasons similar to those applying to the Julliard Avenue and Penn Street intersections, therefore, it was concluded that adequate sight distance to the east from the southbound approach can be achieved without the need for improvements. Sight distance from the eastbound and westbound left -turn pockets on Campus Park Drive is adequate. In order to improve sight distance at the Pecan Avenue intersection, the following improvements are recommended: o Prohibit parking along the south side of Campus Park Drive from Marquette Street to Pecan Avenue. o Prohibit parking along the south side of Campus Park Drive from the ECR of Pecan Avenue to a point 150 feet east of the ECR of Pecan Avenue. Collins Drive - Sight distance to the west from the Collins Drive approach and from the eastbound left -turn pocket is adequate. However, sight distance to the east from the Collins Drive approach is somewhat limited by a row of pine trees located approximately three feet north of the Campus Park Drive sidewalk. Although sight distance to the east is limited to 400 feet from a point 15 feet behind the Campus Park Drive curb prolongation, motorists can move forward to obtain adequate sight distance before entering the intersection. For reasons similar to those applying to the Julliard Avenue, Penn Street and Pecan Avenue intersections, it was concluded that adequate sight distance to the east from the Collins Drive approach can be achieved without the need for improvements. INTERSECTION TRAFFIC CONTROL ANALYSES Multi -way stop sign traffic control warrants were examined for the Princeton Avenue /Campus Park Drive intersection, the highest volume unsignalized intersection serving as a connection to Los Angeles Avenue, and the Marquette Street /Campus Park Drive intersection, the intersection with the highest observed accident rate of those studied. The guidelines relating to the installation of stop signs, as described in the Caltrans Traffic Manual, are presented on Exhibit B EXISTING TRAFFIC VOLUMES Existing average daily traffic volumes were obtained along the Campus Park Drive corridor by conducting 24 -hour vehicle machine counts at the locations shown on Exhibit "A ". As indicated by the volumes displayed on Exhibit "A ", the heaviest traffic on Campus Park Drive occurs between Princeton Avenue and Delfen Street. -7 It is estimated that 7,000 to 10,000 vehicles per day drive this section of Campus Park Drive, while only 2,000 vehicles per day drive the section of Campus Park Drive west of Princeton Avenue. Princeton Avenue is the heaviest volume side street with approximately 6,700 vehicles per day; Julliard Avenue and Marquette Street serve only 1,200 to 1,400 vehicles per day. ACCIDENT OCCURRENCES WITHIN THE LAST YEAR Traffic collision reports for accidents that occurred at the Princeton Avenue and Marquette Street intersections within the past year were obtained by reviewing the State -Wide Integrated Traffic Report System (SWITRS) and by contacting the Ventura County Sheriff's Department. The number of accidents that have occurred during the year ending February 28, 1990 are listed as follows: Princeton Avenue I Marquette Street MULTI -WAY STOP INSTALLATION WARRANTS The Caltrans multi -way stop sign warrants, which are similar to those of other agencies throughout the country, recommend that multi -way stop signs be considered: 1. As an interim measure where traffic: signals are already warranted, 2. Where there are certain types of accident problems, or 3. Where there are certain minimum volumes of traffic on both streets throughout the day. The warrants emphasize that multi -way stop signs should generally be used only where the volumes of traffic on each of the intersection streets are approximately equal. Furthermore, it is important to note that, although installation of multi -way stop signs may decrease the incidence of some types of accidents (such as right -angle accidents), it may increase the incidence of other accident types (such as rear -end accidents) . An evaluation of the warrants relating to multi -way stop sign installations at the intersections studied is presented as follows: Princeton Avenue /Campus _Park Drive o The Princeton Avenue /Campus Park Drive intersection does not warrant a traffic signal. Consequently, warrant No. 1 relating to the use of multi - way stop sign control as an interim measure does not apply. o A review of accident records indicates that one accident has occurred at the intersection within the last year. Consequently, there are not five or more accidents susceptible to correction by a multi -way stop installation; thus, the accident warrant is not satisfied. o Although traffic volumes at the intersection are within the ranges specified in the minimum traffic volume warrant, this warrant is not satisfied because intersection geometrics facilitate the dominant side street traffic flow and resulting average delay to side street traffic is estimated to be less than 30 seconds per vehicle during the peak hour. N Marquette Street /Campus _Park Drive o Because a traffic signal is not warranted at the Marquette Street /Campus Park Drive intersection, the warrant relating to installation of multi -way stop control as an interim measure is not applicable. o Because five or more reported accidents of a type susceptible to correction by a multi -way stop installation have not occurred within the last 12 month period, the warrant relating to accident occurrences is not satisfied. o The traffic volumes at the Marquette Street /Campus Park Drive intersection are relatively low. Consequently the minimum traffic volume warrant is not satisfied. RECOMMENDATIONS 1. That approximately three median trees east of the Campus Park Drive /Julliard Avenue intersection be removed and that median landscaping shrubbery and boulders in the same area be modified and /or maintained as outlined in the report to facilitate intersection sight distance. 2. That the R -7 "Keep Right Symbol" sign on the Campus Park Drive /Julliard Avenue easterly median nose be raised to facilitate intersection sight distance. 3. That the median landscaping mounding, shrubbery and boulders in the area west of Marquette Street be modified and /or maintained as outlined in the report to facilitate intersection sight distance. 4. That the newsstand on the northwest corner of the Campus Park Drive /Marquette Street intersection be relocated approximately 50 feet westerly of the Marquette Street end of curb return (ECR). 5. That parking be restricted on the south side of Campus Park Drive at the following locations: o From the Penn Street end of curb return (ECR) to a point 120 feet east of the Penn Street ECR o From the Marquette street beginning of curb return (BCR) to a point 335 feet west of the Marquette Street BCR. o From Marquette Street to Pecan Avenue. o From the Pecan Avenue ECR to a point 150 feet east of the Pecan Avenue ECR. copy: Steve Kueny, City Manager Ken Gilbert, Public Works Director Mark Wessel, City Traffic Engineer Patrick Dobbins, Assistant City Engineer Jim Biega, Project Engineer Lt. Richard Rodriguez, Sheriff's Department JFK:JAB:ts 01794/3001 FM0317.00U 1s; Traffic Manual SIGNS 4-37 3 -1987 POLICY R1 Stop Signs and Yield Signs • Stop Signs i The STOP sign (Rt) shall be used where traffic is required to stop except at signalized intersections. The STOP sign shall be an octagon with white mes- Standard30" sage and border on a red background. The standard size shall be 30 x 30 inches. Where greater emphasis or visibility is required, a larger size is recommended. On local streets and secondary roads with low 'ap- proach speeds and low volume, a 24 x 24 inch size may be used. R1 -3 At a multiway stop intersection, a supplemental plate (R1 -3 or 1711 -4) should be mounted just below each Standard 12" x 6" STOP sign. R1 -4 The numeral on the supplementary plate shall corres- pond to the number of approach legs, or the legend R ALL -WAY (R1 -4) may be used. The plate shall have Standard 18" x 6" white letters on a red background. A red flashing beacon or beacons may be used in conjunction with a STOP sign. See Section 9 -08 (Fiashng Beacons). Secondary messages shall not be used on STOP sign faces. • Warrants for STOP Signs Because the STOP sign causes a substantial incon- venience to motorists, it should be used only where warranted. A STOP sign may be warranted at an inter- section where one or more of the following con- ditions exist: 1. On the less important road at its intersection with a main road where application of the normal right of way rule is unduly hazardous as evidenced by accidents susceptible to correction by STOP signs. 2. On a county road or city street at its intersection with a state highway. 3. At the intersection of two main highways. The highway traffic to be stopped depends on ap- proach 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 10 miles per hour. 6. At an unsignalized intersection in a signal- ized area. 7. At other intersections where a combination of high speed, restricted view, and accident record indi- cates a need for control by the STOP sign. EXHIBIT B Traffic Manual SIGNS 4-39 3 -1987 POLICY A STOP sign is not a "cure -all" 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. 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 light 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 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 be an interim use period during which plans for lights, gates or other means of control are being prepared. Portable or part-time STOP signs shall not be used except for emergency purposes. Also, STOP signs should not be used for speed control. 0 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- imately equal. A traffic control signal is more satisfactory for an intersection with a heavy volume of traffic. POLICY Any of the following conditions may warrant a multi- way STOP sign installation: 1. Where traffic signals are warranted and urgently 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 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 average 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 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. EXHIBIT B (CONY) BERNARDO M. PEREZ Mayor SCOTT MONTGOMERY Mayor Pro Tern ELOISE BROWN Councilmember CLINT HARPER, Ph.D. Councilmember PAUL W. LAWRASON, Jr. Councilmember LILLIAN KELLERMAN City Clerk MOORPARK MEMORANDUM To: The Honorable City Council From: John F. Knipe, City Engineer Date: June 21, 1990 STEVEN KUENY City Manager CHERYLJ.KANE City Attorney PATRICK RICHARDS, A.I.C.P. Director of Community Development R. DENNIS DELZEIT City Engineer JOHN V. GILLESPIE Chief of Police RICHARD T. HARE City Treasurer Subject: CAMPUS PARK DRIVE - INTERSECTION SIGHT DISTANCE AND TRAFFIC CONTROL BACKGROUND INFORMATION AND SUMMARY Per Council direction and in response to citizen's concerns, various analyses were conducted to evaluate intersection sight distance and traffic control along the Campus Park Drive corridor. This study examines available intersection sight distance, existing traffic volumes, accident occurrences within the last year, and traffic control warrants along Campus Park Drive between Princeton Avenue and Collins Drive. Campus Park Drive, shown on Exhibit "A ", is a secondary arterial that generally serves residential areas and the Moorpark Community College. This roadway has four travel lanes and a 14 foot landscaped median. In general, parking is prohibited along the north side of the street and permitted along the south side of the street. The posted speed limit is 40 mph. To evaluate available sight distance and traffic control alternatives, this study considered factors such as traffic volumes, accidents and field observations. These evaluations resulted in recommendations for parking prohibitions and landscaping modifications with traffic ;control along the corridor to remain unchanged. INTERSECTION SIGHT DISTANCE ANALYSES Intersection sight distance was analyzed by referring to standards contained in the Institute of Transportation Engineers Transportation and Traffic Engineering Handbook. The standard specifies a minimum 500 feet of intersection sight distance for a 50 mph design speed, which was selected based on Ventura County design standards and prevailing speeds as identified in the most recent engineering speed study. Intersection sight distance is typically measured from a point on the minor street approach (15 feet behind the major street curb prolongation) to a point located within the center of the travel lane on the major street. The driver's eye height on the minor street approach is assumed to be 3.5 feet and the approaching vehicles orl the major street are assumed to have a height of 4.25 feet. 799 Moorpark Avenue — Moorpark, California 93021 (805) 529 -6864 SC'Sti AVERAGE DAILY TRAFFIC VOLUMES � N.T.S. - A memo. «... �..,.A�► ' Aa ' 4 10 0 f r PA f M C Ov N fi C� MAI11l� ST t M n _......... fl. rr �- ui 00�� << p 7200 u anM131 o 8400 — STANK r�r� (f E 9M (I �,� sT1 AK ER AlE AV a vi 7 S� co ? w 700 �ifit�C. DIIACENA Av: _ �. -� lra Cl- CJ 0�1 < w d `�J VARSITY� O c C;f�•' fN , u) F= L - to ct _ • 0. r '• �lr �(! _ C] y 0R()it' 4J i1r{1 /'US f'K� S 1A N C j` U L LFS ,A o EXHIBIT A I � P.41 . - «-- Although this intersection sight distance standard is normally implemented when designing or plan checking new streets, the standard may not be achievable in developed areas. Depending on various factors, however, an intersection that does not achieve this standard is not necessarily dangerous or unsafe. Within this context, this standard was used as a guide for the purpose of evaluating existing conditions at intersections along Campus Park Drive. Intersection sight distance was evaluated along Campus Park Drive at the Princeton Avenue, Julliard Avenue, Penn Street, Marquette Street, Pecan Avenue, and Collins Drive intersections. The locations of these intersections are shown on Exhibit "A" and available intersection sight distance is summarized in Table 1 and Table 2. Available intersection sight distance and recommended sight distance improvements at each of the intersections analyzed are discussed below: Princeton Avenue - Sight distance at the northbound approach and the westbound left -turn pocket at the Princeton Avenue intersection is adequate. No improvements or changes are necessary. Julliard Avenue - Sight distance to the east from the southbound approach is adequate. However, sight distance to the west from the southbound approach is somewhat limited by a stucco privacy wall at the northwest corner of the Julliard Avenue intersection. Although sight distance to the west is limited to 300 feet from a point 15 feet behind the Campus Park Drive curb prolongation, vehicles can move forward to obtain adequate sight distance before entering Campus Park Drive. To determine if moving forward to obtain adequate sight can reasonably be expected of motorists, various factors were considered, such as field testing, field observations of turning traffic, Campus Park Drive main width, and the presence of an 8 foot bike lane on Campus Park Drive. After considering the above factors, it was concluded that adequate sight distance may be achieved for the existing conditions at this specific intersection without the need for improvements. Because there are horizontal and vertical curves on Campus Park Drive at the Julliard Avenue intersection, sight distance from the eastbound left -turn pocket is somewhat limited by median landscaping and an R -7 "Keep Right Symbol" sign located within the median. Although the shrubs, trees and boulders in the median at this location do not totally obstruct visibility from the left -turn pocket, additional sight obstructions may occur as the shrubs and trees continue to mature. Therefore, the following improvements are recommended at the intersection: o The R -7 "Keep Right Symbol" sign should be raised. o Median trees within an area 400 feet east of Julliard Avenue should be thinned. It is estimated that removal of every second tree (approximately 3 trees total) would improve sight distance significantly. -3 TABLE 1 AVAILABLE SIGHT DISTANCE FROM SIDE STREETS ALONG CAMPUS PARK DRIVE (1) Available sight distance was determined by assuming that vehicles are parked in the permitted parking areas along the south side of Campus Park Drive. -4 SIGHT DISTANCE TO WEST (FT) SIGHT DISTANCE TO EAST (FT) LOCATION AT CURB 7.5' BACK 15' BACK AT CURB 7.5' BACK 15' BACK Princeton Avenue Northbound 550+ 550+ 550+ 550+ 550+ 550+ approach Julliard Avenue Southbound 550+ 450 300 550+ 550+ 550+ approach Penn Street Northbound 550+ 550+ 455 330(" 195(" 150"' approach Marquette Street Northbound 295"' 235... 215(' 310"1 185(" 140(" approach Southbound 330 315 260 550+ 550+ 550+ approach Pecan Avenue Northbound 95(l) 75(l) 70") 275(1) 160(') 120(1) approach Southbound 550+ 550+ 500 550+ 550+ 375 approach Collins Drive Southbound 550+ 550+ 550+ 550+ 550+ 400 approach (1) Available sight distance was determined by assuming that vehicles are parked in the permitted parking areas along the south side of Campus Park Drive. -4 TABLE 2 AVAILABLE SIGHT DISTANCE FROM LEFT -TURN POCKETS ALONG CAMPUS PARK DRIVE LOCATION Princeton Avenue Westbound left Julliard Avenue Eastbound left Penn Street Westbound left Marquette Street Westbound left Eastbound left Pecan Avenue Westbound left Eastbound left Collins Drive Eastbound left N/A = Not Applicable SIGHT DISTANCE SIGHT DISTANCE TO WEST (FTC, TO EAST (FT) __5 5 550+ N/A N/A 350 550+ N/A 550+ N/A N/A 550+ 550+ N/A N/A 550+ N/A 550+ o Landscaping located within the median and within 500 feet of the centerline of Julliard Avenue should be periodically trimmed and pruned to maintain adequate sight distance. This can be achieved if the height of shrubbery and boulders does not exceed an estimated 1.5 feet above the median curb and the lowest branches on the trees are at least an estimated 6 feet above the median curb. Penn Street - Sight distance to the west from the Penn Street approach is slightly limited by a wooden fence near the southwest corner of the intersection; however, although sight distance is limited to 450 feet from a point 15 feet behind the Campus Park Drive curb prolongation, adequate visibility can be obtained if the motorist moves closer to Campus Park Drive. For reasons similar to those applying to the Julliard Avenue intersection, it was concluded that adequate sight distance to the west can be achieved without the need for improvements. Sight distance to the east from the Penn Street approach is limited if vehicles are parked on the south side of Campus Park Drive. The existing median landscaping at the Penn Street intersection does not obstruct visibility from the northbound Penn Street approach or the westbound left -turn pocket. Consequently, prohibition of parking on the south side of Campus Park Drive from the Penn Street end of curb return (ECR) to 120 feet east of the Penn Street ECR is the only sight distance improvement recommended at this location. Marquette Street - Sight distance to the east and west from the northbound approach on Marquette Street is obstructed if vehicles are parked on the south side of Campus Park Drive near the intersection. The existing median landscaping on Campus Park Drive does not obstruct visibility from the northbound approach. Sight distance to the east from the southbound approach on Marquette Street is adequate. However, sight distance to the west from the southbound approach on Marquette Street is limited by median landscaping on a mounded median and by a newsstand located on the sidewalk at the northwest corner of the intersection. Sight distance from each of the left -turn pockets on Campus Park Drive is adequate. In order to improve sight distance at the Marquette Street intersection, the following improvements are recommended: o Prohibit parking along the south side of Campus Park Drive from the beginning of curb return (BCR) of Marquette Street to 335 feet west of the BCR of Marquette Street. o Prohibit parking along the south side of Campus Park Drive from Marquette Street to Pecan Avenue. o Relocate the newsstand from the northwest corner of the intersection to a point at least 50 feet west of the Marquette Street ECR. o Median mounding and landscaping within 500 feet west of the centerline of Marquette Street should be modified and maintained to provide adequate sight distance. This can be achieved if the mounding, boulders and landscaping are maintained so that their height does not exceed an estimated 2.5 feet above the median curb and the lowest branches on gees are at least an estimated 6 feet above the median curb. W. Pecan Avenue - Sight distance to the east and west from the northbound approach on Pecan Avenue is limited if vehicles are parked on the south side of Campus Park Drive near the intersection. Sight distance to the west from the southbound approach is adequate. However, sight distance to the east from the southbound approach on Pecan Avenue is slightly limited by shrubbery on an earth embankment on the northeast corner of the intersection; although sight distance at this location is limited to 375 feet from a point 15 feet behind the Campus Park Drive curb prolongation, motorists can move forward to obtain adequate visibility before entering the intersection. For reasons similar to those applying to the Julliard Avenue and Penn Street intersections, therefore, it was concluded that adequate sight distance to the east from the southbound approach can be achieved without the need for improvements. Sight distance from the eastbound and westbound left -turn pockets on Campus Park Drive is adequate. In order to improve sight distance at the Pecan Avenue intersection, the following improvements are recommended: o Prohibit parking along the south side of Campus Park Drive from Marquette Street to Pecan Avenue. o Prohibit parking along the south side of Campus Park Drive from the ECR of Pecan Avenue to a point 150 feet east of the ECR of Pecan Avenue. Collins Drive - Sight distance to the west from the Collins Drive approach and from the eastbound left -turn pocket is adequate. However, sight distance to the east from the Collins Drive approach is somewhat limited by a row of pine trees located approximately three feet north of the Campus Park Drive sidewalk. Although sight distance to the east is limited to 400 feet from a point 15 feet behind the Campus Park Drive curb prolongation, motorists can move forward to obtain adequate sight distance before entering the intersection. For reasons similar to those applying to the Julliard Avenue, Penn Street and Pecan Avenue intersections, it was concluded that adequate sight distance to the east from the Collins Drive approach can be achieved without the need for improvements. INTERSECTION TRAFFIC CONTROL ANALYSES Multi -way stop sign traffic control warrants were examined for the Princeton Avenue /Campus Park Drive intersection, the highest volume unsignalized intersection serving as a connection to Los Angeles Avenue, and the Marquette Street /Campus Park Drive intersection, the intersection with the highest observed accident rate of those studied. The guidelines relating to the installation of stop signs, as described in the Caltrans Traffic Manual, are presented on Exhibit B EXISTING TRAFFIC VOLUMES Existing average daily traffic volumes were obtained along the Campus Park Drive corridor by conducting 24 -hour vehicle machine counts at the locations shown on Exhibit "A ". As indicated by the volumes displayed on Exhibit "A ", the heaviest traffic on Campus Park Drive occurs between Princeton Avenue and Delfen Street. -7 It is estimated that 7,000 to 10,000 vehicles per day drive this section of Campus Park Drive, while only 2,000 vehicles per day drive the section of Campus Park Drive west of Princeton Avenue. Princeton Avenue is the heaviest volume side street with approximately 6,700 vehicles per day; Julliard Avenue and Marquette Street serve only 1,200 to 1,400 vehicles per day. ACCIDENT OCCURRENCES WITHIN THE LAST YEAR Traffic collision reports for accidents that occurred at the Princeton Avenue and Marquette Street intersections within the past year were obtained by reviewing the State -Wide Integrated Traffic Report System (SWITRS) and by contacting the Ventura County Sheriff's Department. The number of accidents that have occurred during the year ending February 28, 1990 are listed as follows: Princeton Avenue I Marquette Street MULTI -WAY STOP INSTALLATION WARRANTS The Caltrans multi -way stop sign warrants, which are similar to those of other agencies throughout the country, recommend that multi -way stop signs be considered: 1. As an interim measure where traffic: signals are already warranted, 2. Where there are certain types of accident problems, or 3. Where there are certain minimum volumes of traffic on both streets throughout the day. The warrants emphasize that multi -way stop signs should generally be used only where the volumes of traffic on each of the intersection streets are approximately equal. Furthermore, it is important to note that, although installation of multi -way stop signs may decrease the incidence of some types of accidents (such as right -angle accidents), it may increase the incidence of other accident types (such as rear -end accidents) . An evaluation of the warrants relating to multi -way stop sign installations at the intersections studied is presented as follows: Princeton Avenue /Campus _Park Drive o The Princeton Avenue /Campus Park Drive intersection does not warrant a traffic signal. Consequently, warrant No. 1 relating to the use of multi - way stop sign control as an interim measure does not apply. o A review of accident records indicates that one accident has occurred at the intersection within the last year. Consequently, there are not five or more accidents susceptible to correction by a multi -way stop installation; thus, the accident warrant is not satisfied. o Although traffic volumes at the intersection are within the ranges specified in the minimum traffic volume warrant, this warrant is not satisfied because intersection geometrics facilitate the dominant side street traffic flow and resulting average delay to side street traffic is estimated to be less than 30 seconds per vehicle during the peak hour. N Marquette Street /Campus _Park Drive o Because a traffic signal is not warranted at the Marquette Street /Campus Park Drive intersection, the warrant relating to installation of multi -way stop control as an interim measure is not applicable. o Because five or more reported accidents of a type susceptible to correction by a multi -way stop installation have not occurred within the last 12 month period, the warrant relating to accident occurrences is not satisfied. o The traffic volumes at the Marquette Street /Campus Park Drive intersection are relatively low. Consequently the minimum traffic volume warrant is not satisfied. RECOMMENDATIONS 1. That approximately three median trees east of the Campus Park Drive /Julliard Avenue intersection be removed and that median landscaping shrubbery and boulders in the same area be modified and /or maintained as outlined in the report to facilitate intersection sight distance. 2. That the R -7 "Keep Right Symbol" sign on the Campus Park Drive /Julliard Avenue easterly median nose be raised to facilitate intersection sight distance. 3. That the median landscaping mounding, shrubbery and boulders in the area west of Marquette Street be modified and /or maintained as outlined in the report to facilitate intersection sight distance. 4. That the newsstand on the northwest corner of the Campus Park Drive /Marquette Street intersection be relocated approximately 50 feet westerly of the Marquette Street end of curb return (ECR). 5. That parking be restricted on the south side of Campus Park Drive at the following locations: o From the Penn Street end of curb return (ECR) to a point 120 feet east of the Penn Street ECR o From the Marquette street beginning of curb return (BCR) to a point 335 feet west of the Marquette Street BCR. o From Marquette Street to Pecan Avenue. o From the Pecan Avenue ECR to a point 150 feet east of the Pecan Avenue ECR. copy: Steve Kueny, City Manager Ken Gilbert, Public Works Director Mark Wessel, City Traffic Engineer Patrick Dobbins, Assistant City Engineer Jim Biega, Project Engineer Lt. Richard Rodriguez, Sheriff's Department JFK:JAB:ts 01794/3001 FM0317.00U 1s; Traffic Manual SIGNS 4-37 3 -1987 POLICY R1 Stop Signs and Yield Signs • Stop Signs i The STOP sign (Rt) shall be used where traffic is required to stop except at signalized intersections. The STOP sign shall be an octagon with white mes- Standard30" sage and border on a red background. The standard size shall be 30 x 30 inches. Where greater emphasis or visibility is required, a larger size is recommended. On local streets and secondary roads with low 'ap- proach speeds and low volume, a 24 x 24 inch size may be used. R1 -3 At a multiway stop intersection, a supplemental plate (R1 -3 or 1711 -4) should be mounted just below each Standard 12" x 6" STOP sign. R1 -4 The numeral on the supplementary plate shall corres- pond to the number of approach legs, or the legend R ALL -WAY (R1 -4) may be used. The plate shall have Standard 18" x 6" white letters on a red background. A red flashing beacon or beacons may be used in conjunction with a STOP sign. See Section 9 -08 (Fiashng Beacons). Secondary messages shall not be used on STOP sign faces. • Warrants for STOP Signs Because the STOP sign causes a substantial incon- venience to motorists, it should be used only where warranted. A STOP sign may be warranted at an inter- section where one or more of the following con- ditions exist: 1. On the less important road at its intersection with a main road where application of the normal right of way rule is unduly hazardous as evidenced by accidents susceptible to correction by STOP signs. 2. On a county road or city street at its intersection with a state highway. 3. At the intersection of two main highways. The highway traffic to be stopped depends on ap- proach 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 10 miles per hour. 6. At an unsignalized intersection in a signal- ized area. 7. At other intersections where a combination of high speed, restricted view, and accident record indi- cates a need for control by the STOP sign. EXHIBIT B Traffic Manual SIGNS 4-39 3 -1987 POLICY A STOP sign is not a "cure -all" 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. 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 light 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 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 be an interim use period during which plans for lights, gates or other means of control are being prepared. Portable or part-time STOP signs shall not be used except for emergency purposes. Also, STOP signs should not be used for speed control. 0 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- imately equal. A traffic control signal is more satisfactory for an intersection with a heavy volume of traffic. POLICY Any of the following conditions may warrant a multi- way STOP sign installation: 1. Where traffic signals are warranted and urgently 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 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 average 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 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. EXHIBIT B (CONY)