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HomeMy WebLinkAbout1988-02-01; Traffic Safety Commission; ; Request a four-way STOP be established at the Elm Avenue / Chatham Road intersectionCITY OF CARLSBAD TRAFFIC SAFETY C<MtISSION COMMISSION REPORT OF: February 1, 1988 ITEM NO. 6A LOCATION: Intersection of Elm Avenue and Chatham Road INITIATED BY: Cheryl Ernst, Principal, Hope Elementary School, 3010 Tamarack Avenue, Carlsbad, California 92008 BACKGROUND: DATA: Ms. Ernst, in her letter of October 5, 1987 requested that a four-way STOP be established at the Elm Avenue/Chatham Road intersection. At this time, STOP signs control Chatham Road, however no controls have been placed on Elm Avenue. This matter was discussed at the December 7, 1987 meeting of the Traffic Safety Commission. Only three (3) of five (5) Commissioners were present at the meeting. After hearing the staff report and receiving input from the Principal of Hope Elementary School, including several parents, the Commission voted 2-1 to recommend to the City Council that a four-way STOP intersection be established. Subsequently, at the January 1988 Traffic Safety Commission meeting the City Engineer requested recons i de ration of the recommendation before a full Commission. The Commission voted 3-1, with one member absent, to reconsider this matter at the February 1, 1988 Traffic Safety Commission meeting. School officials of Hope Elementary were notified of this action. A memo received from the City of Carlsbad Risk Manager addressing his concerns about the Elm Avenue/Chatham Road intersection is attached. The previous memo to the Commission from the City Engineer is also included. Elm Avenue is designated as a Secondary Arterial on the Circulation Element of the General Plan. Chatham Road is a residential street intersecting Elm Avenue and provides access to a portion of the Calavera Hills area. In the future, a traffic signal will be installed at the Elm Avenue/Tamarack Avenue intersection. However, at this time the Elm/ Tamarack intersection is a four-way STOP controlled intersection. A traffic count was obtained at the Elm/Chatham intersection to determine if a 4-way STOP is warranted. Vehicle approach volumes and the total entering volume is shown on Exhibit 1. Warrants for STOP sign installations contained in the CALTRANS Traffic Manual are also attached. At this location, the 85th percentile speed on Elm Avenue is 41 miles per hour, TRAFFIC SAFETY CotfilISSION COMMISSION REPORT OF: February 1, 1988 (Continued) ITEM NO. 6A therefor the minimum vehicular volume is 70% of the stated volume warrant. It can be observed from Exhibit 1 that there are only four (4) hours of an average day when the total vehicular volume entering the intersection is 70% of 500 vehicles per hour (350 vehicles) or more. In the past 12 months, there has been one (1) reported accident at the Elm Avenue/Chatham Road intersection. Pedestrian volumes are very low except in the morning and afternoon when students are going to and from school. A recent count of students crossing Elm Avenue at Chatham Road in the morning found 10 pedestrians crossing at the intersection and 44 crossing near the intersection. In the afternoon a total of 22 pedestrians crossed at the intersection and 43 crossed Elm Avenue near the Chatham Road intersect io n. At the intersection of Elm Avenue and Tamarack Avenue, a total of 36 pedestrians crossed Elm Avenue in the morning and 29 crossed in the afternoon. Field sheets indicating the turning volumes and pedestrian volumes at each intersection are attached. CALTRANS warrants for Adult Crossing Guards contained in the Traffic Manual are attached. From the latest pedestrian counts, an Adult Crossing Guard is not warranted at the Elm Avenue/Tamarack Avenue intersection but would meet pedestrian volume warrants if students crossing at Chatham Road crossed at Tamarack Avenue. Minimum vehicular volume warrants are not met at the Tamarack Avenue/Elm Avenue intersection during the one hour period before and after school as indicated on Table A. The Traffic Safety Coordinating Committee does not recommend placing Chatham Road on the Suggested Route to School due to the number of conflict points (intersections) which the pedestrians must cross when walking on Chatham Road between Elm Avenue and Tamarack Avenue and the fact that students would have to cross Elm Avenue at an uncontrolled intersection. This intersection meets the requirements of a rural intersection for an uncontrolled crossing. The vehicle volume warrant would be 300 vehicles during each of any two hours in which 30 or more school pedestrians cross daily while going to or from school. As can be observed on Table A, minimum vehicle volume warrants are met and if all students crossed at the intersection the minimum pedestrian volume would al so be met. STOP sign warrants for the Elm Avenue/Chatham Road intersection are not met and STOP signs should not be installed. If school officials and parents are not requiring students to follow the Suggested Route to School, pedestrians will continue to cross Elm Avenue at and near Chatham Road. Moving the existing Adult Crossing Guard from the Tamarack Avenue intersection to the Chatham Road intersection would aid school pedestrians in crossing Elm Avenue. TRAFFIC SAFETY Cotl'IISSION COMMISSION REPORT OF: February 1, 1988 (Continued) TABLE A -INTERSECTION APPROACH VEHICLE VOLUMES (Pedestrian -Vehicle Conflicts) Elm Avenue/Tamarack Avenue Elm Avenue/Chatham Road RECOMMENDATION: A.M. 437 418 P.M. 367 352 ITEM NO. 6A Based upon the low entering volumes, very low number of ace i dents and adequate sight distance at the subject intersection, the Traffic Safety Coordinating Committee does not recommend creating a four-way STOP intersection by installing STOP signs on Elm Avenue at Chatham Road. The following options are available and recommended by the Traffic Safety Coordinating Committee: 1. Request that school officials of Hope Elementary work with the parents and not a 11 ow students to cross Elm Avenue at Chatham Road. 2. Request that school officials (and parents) monitor the Chatham Road/Tamarack Avenue intersection and not allow students to walk up Chatham Road on the way home, but direct the students southerly on Tamarack Avenue to the intersection of Elm Avenue/ Tamarack Avenue. Likewise, they would monitor the Chatham Road/Elm Avenue intersection and direct students easterly on Elm Avenue to the Adult Crossing Guard stationed at Elm Avenue/Tamarack Avenue. 3. Have Officer Friendly and a Traffic Division Officer of the Carlsbad Police Department address the student body in an assembly to discuss safe walking and bicycle riding to and from school. This meeting to be arranged by the Hope Elementary School Principal. The following options are NOT recommended by the Traffic Safety Coordinating Committee: 1. Move the Adult Crossing Guard from Tamarack Avenue to Chatham Road. 2. Hire an additional Adult Crossing Guard for Hope Elementary School students and place that individual at Chatham Road. A guard would therefore be at Tamarack Avenue and Chatham Road where each roads intersects Elm Avenue. 3. Install STOP signs on Elm Avenue at Chatham Road. TRAFFIC SAFETY COMMISSION COMMISSION REPORT OF: February 1, 1988 (Continued) NECESSARY CITY COUNCIL ACTION: ITEM NO. 6A No City Council action is required unless STOP signs are recommended which would then require adoption of an ordinance by the City Council. ~::-~rlsbad Unified School District ~'-:»~ 801 Pine Avenue, Cart.bad, CaNfOl'ftwi 92008 729-9291 October 5, 1987 Mr. Mike Shirey Traffic Engineer Technician City of Carlsbad Engineering Dept. 2075 Las Palmas Drive Carlsbad, CA 92008 Dear Mr. Shirey: "Excellence In Education" .. __, As you know, we have had several conversations regarding the safety of the students to and f rom Hope Elementary School this year. Many of my parents are still very concerned about certain intersections and other safety hazards. I have formed a committee of the concerned parents to study the issues and prioritize them and seek alternatives. The purpose of t his letter is to inform you that the parent representatives and I would like very much to have an opportunity to speak with the Traffic Commission regard ing the intersection of Chatham and Elm Avenue. I have re- commended to parents through my newsletters, as you have suggested, that students walk down to the Tamarack and Elm crossing for the safe route to school; however, many youngsters and their parents are utilizing the Chatham and Elm i ntersection to cross instead. There have been several near misses with youngsters crossing in that area, and there have been cars which have had problems entering onto Elm Avenue from Chatham because of the difficulty. Our parents from the Safety Committee are recommending that a 4-way stop be placed at that intersection to enable youngsters to cross in a safer fashion. Our committee is also intending to recommend that an unmarked car be placed at that intersection to observe the patterns of beh av ior. It is my understanding that you left a message in my office that you had be en conducting this type of observation and we appreciate that very much. The paren t s would still, however, like an opportunity to speak with the Traffic Conmiss ion further on this issue. I appreciate the time and considerations you have given in our new school 1 s opening and the safety of our students. I look forward to hearing from you re- garding their opportunity to attend one of the Traffic Commission meetings. Cheryl Ern Principal CE :jc Hope Elementary School, 434-0671 January 22, 1988 I Al I ') <) • ) V ,. 1-,.J I.J 1 ... J TO: CITY ENGINEER FROM: Risk Manager REQUEST FOR A 4-WAY STOP AT THE INTERSECTION OF ELM AVENUE AND CHATHAM ROAD The proposal for a 4-way stop sign at the intersection of Elm and Chatham has been reviewed at length by the members of the Traffic Safety Coordinating Committee both as a group and in their individual capacities as a part of their work responsibilities. As a result of my review of the situation, it is recommended that the request for a 4-way stop be denied for the following reasons. 1. There is a sight/distance problem for eastbound traffic on Elm Avenue. The proposed intersection would appear at the end of a short curve. Vehicles backed up from the intersection would pose a hazard to approaching vehicles that had not yet observed the intersection stop signs because of the curvature of the street. 2. The north side of the proposed intersection is even more obscured because of the wooden barricade and the trees. Pedestrians walking south, especially small children, would be hidden from the view of eastbound traffic. This would create a false sense of safety which could have tragic results. 3. The Cal Trans Traffic Manual deals with this specific problem at Section 10-02. 3. It states that 11 ••• school routes should be planned to take advantage of the protection afforded by existing traffic controls. 11 A review of the factors to be considered for determining the routes makes it clear that the existing recommended route, even though minimally longer, is the best solution to the safety problem. 4. The hazards cited would increase the risk of an accident occurring and, as a result, would expose the City to an additional liability problem. It would be extremely tragic to give small children a false sense of security or safety by creating a dangerous intersection and then having one or more of them injured or killed as the result of an accident. The issue would appear to be one of convenience vs. safety and, considering the potential hazards, the only proper decision would be the one that provides the greatest level of safety for the children using the route. If you have any questions, or if I can be of any additional assistance, please feel free to contact me. J. GERMAN Risk Manager R Ir.· ini rr • Tr;:iffir t=nnint>t>r December 28, 1987 TO: TRAFFIC SAFETY COMMISSION FROM:· CITY ENGINEER INTERSECTION OF ELM AVENUE AND CHATHAM ROAD At the Commission's December 7 meeting, the subject intersection was considered and recommended for the installation of four-way stops. At that meeting, only three members were present, with two voting the recommendation. It is my strong opinion, and that of the Traffic Safety Coordinating Committee, that a four-way stop at this intersection is not warranted, and w_ill severely hamper the efficient flow of traffic. Although traffic along Elm Avenue is light at the current time, that situation will be changed in the near future. As traffic increases on Elm Avenue, signals will be required at Elm and Tamarack Avenues. At that time, stop signs at Elm and Chatham will become a significant hindrance to the flow of traffic. This significant flow restriction will increase hazards throughout the day, simply to accommodate student crossings during two short periods of the day. I feel that overall safety and efficiency is best served by directing current and future children to the controlled intersection of Elm and Tamarack Avenues, retaining the current controls at Chatham and Elm. To accomplish this, I would request the Commission to reconsider its previous actions before the full Commission at its February meeting. Respectfully submitted, ~,/ I ~-; 7:,/ // .-' .-·' _, • . '/ ·,/;,,t . i/J•{l'!t'4 . "f: ~-- • ✓ I,, , .c V _, ; • J L4Cj'YD B. HUBBS Cit'y Engineer LBH/pmj OV(Tlw-1 Rm/rut AVEME INlt:JOl:CTIOt 1fflU'Oi \WJES OCTCEER 27-28, 1~7 ~11-ffl It) ~11-ffl It) rut AVf. rut AVf. TOTAL TH S/0 ELM AVf. N/0 ELM AVf. W/0 QJAllffl E/O~llv+1 ENTERit-li \QLK: CXXX)-0100 4 1 10 4 19 0100-0200 0 0 5 2 7 0200-0300 3 3 4 5 15 0300-0400 1 2 2 1 6 0400-0500 6 2 2 4 14 0500-0000 10 14 4 25 53 0000-0700 49 51 27 47 174 0700-r.8)) 52 100 71 97 328 r.8))-0CJX> ~ 163 175 139 gz OCJX>-l(XX) 26 47 54 73 200 lCXX>-1100 32 45 82 73 232 1100-1200 17 39 a) 45 181 1200-1300 15 59 102 61 'l37 1300-1400 25 64 127 76 292 1400-1500 27 89 178 91 385 1500-lflOO 36 72 100 94 310 lfl00-1700 32 a) 169 82 363 1700-Hm 39 (,6 247 ~ 4~ Hm-llll 21 53 153 97 324 llll-2CXX> 28 ~ 132 56 266 2CXX>-2100 19 26 101 45 191 2100-2200 13 21 101 44 179 2200-2300 12 12 38 17 79 2300-2400 1 5 15 10 31 EXHIBIT 1 Traffic Manual R1 • Standard 30" R1-3 IEm Standard 12" x 6" R1-4 f41W1+fl Standard 18" x 6" SIGNS 4-37 3-1987 POLICY Stop Signs and Yield Signs • Stop Signs 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 mes- 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. At a multiway stop intersection, a supplemental plate (R1 ·3 or R1 -4) should be mounted just below each STOP sign. The numeral on the supplementary plate shall corres- pond to the number of approach legs, or the legend ALL-WAY (R1·4) may be used. The plate shall have 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 (Flashng 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 unslgnalized 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. 4-38 3-1987 SIGNS Traffic Manual POLICY A STOP sign Is not a "cure-air' 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 remo"'ng 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 eve 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 lesser flow of traffic. Traffic engineering studies, however, may justify a decision to Install a STOP sign or signs on the major street, as at a three-way intersection where safety considerations may justify stopping the greater flow of traffic to permit a left-turning movement. STOP signs should not be Installed lndlscrlmlnately 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 ralVhlghway 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. e Multlway 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- imately equal. A traffic control signal Is more satisfactory for an Intersection with a heavy volume of traffic. Traffic Manual R1-2 V Standard 38" SIGNS POLICY 4-39 3-1987 Any of the following conditions may warrant a multi- way STOP sign Installation: 1. Where traffic signals are warranted and urgently needed, the multlway 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 multlway 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-percentlle approach speed of the major street traffic exceeds 40 miles per hour, the minimum vehicular volume warrant Is 70 percent of the above requirements. e Yield 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- essary to avoid Interference with other traffic that Is given the right of way. The YIELD sign shall be a downward pointing, equi- lateral triangle having a red border band and a white Interior and the word YIELD in red Inside the border band. The standard size shall be 36 x 36 x 36 inches. • Warrants for YIELD Signs The YIELD sign may be warranted: 1. On a minor road at the entrance to an intersection where it is necessary to assign right of way to the major road, but where a stop is not necessary at all times, and where the safe approach speed on the minor road exceeds 1 O miles per hour. 2. On the entrance ramp to an expressway where an acceleration lane is not provided. HAND COUNT FIELD SHEET o..:. ;l /3-rr Dav a:,,' dZJ, 4;r1 Ah? 9-t No: I Sllrt tirra: ?.'Z .cs; ~e, g Z 6 --- a-....r: #/2 Abnormal ~dition1 /:\1?&~ ?:zt;_ \lo,-e,.: &, -:'-lo ::.h, \Ave.~ ~(.)~ G. V 0??11,(~ 2C;:> ~ \~(!.. '(' ~. .''?~ ==-4+ \~ : /0 ,,,-,-,:, y. 2'5 i.;,::? 10-rAt.. ICJ7 ~t!,,,,, A1rKNV~ • I, n,-1 nama .... ' l I 0 3 0 4 .. , 'i, ~. y .4 8 \'? Z';, SZ .■ 0 JO 29 u;& //~ 0 z. I z._ ~ . "II ~ 1b7.A(- ~:z~ ~ :/0 i I i .'5? ~ ~ :tit? \\ ---✓ 0 I C> z 3 ' , ~ .... , ~ 't •---· • 1 \ z4 0 q t l 4 0 ft; 0 ? s \0 ~ Lr Z4 0 0 I 0 \ P.ds lnn l'l.lctlon1: N 1. Fill in all blank&. 2. Show nonh ar,-and ltl"Nt name, l. Dr-liM acroa tally blank• and bacain n-tally ewry quarter hovr. 4. Do not crowd ta lliet; u• • many I •---··• ~ ~ ~ "' •117 502525 /7 ~ ....... ~ ~ ~ I 3 I I I 0 HAND COUNT FIELD SHEET o..:./.1~· Y~ o.v It/a? ~ ,,Pl)/ 9-tNo: 1 Swttm :4'-'1a -w 3.-t10 ~ a:-...,; uJ,_;:, Abnormal ~dition1 t:10t:VE- \l v-re.: £:,JO ---4 1 0 z_ 0 :...h\\iv(!...~ .'':)':, ~ l.>~ C:::.-vo~':,1 ~9 14 z ( 0 , \ V\'\c?... '<? -• . .. /C) =43 I/ 0 z. I .' '216 3: ~10 7 0 2 0 7orA~ 73 z 7 I E~w, A//eA/ve • ■ Pecb •·····• nreet ne.,.. ... JI, ' ., li ' &, 9 ' ~ -z. 0 /71: y ·/1 I Z 7 7 L/l, I ~ ,J "' 3t o?<f t:1¢ I? /0& ...... ,. ~ z. z z_ 4 IO · ........ ~ C• ••• Q 7MAt-10 /Z 3 ~ ~:t./0 0 4 0 ~ .'Zt; I \ 4 l ~ i : 1/J ~ & :3 I :~~ \\ '7, ///'\ '3 I I lnnn.11:tlon1: N 1. Fill in ell blenkL 2. Show north er~ end lt1'9et name, l. or-liM ec:rou tally blank■ and ti.gin n-tally ewry quanar hour. 4, Do not aowd tall.■; ua • many .,._ti N Mc:a-ry. & z. \ 4 \ /03 23 14 3/ 3l; 10 z. s a 3 s l I z, l HAND COUNT FIELD SH EET DMII:. I -l 3 -8 5 Day w E P, 9.-tNo: ___ Sllrttm: J:2S a.r.-: M C. L AbnorrNI Condition, _____________ _ 7,'Z5-7 .''-fO 7 :40-7 :ss 7:55 -8 :ro 8 :10-a :zs- ToTA L~ ELM AVE. nrwt narr9 ~= -I ~ -:::- it -~"I= - -t :::: --I $ --~i t w ~t:'! / <{ " (};) ~ ~ D u i ~ 1 <( v\ w 61. i a:: Cl r:1.. I" <t <( (5 r 'i t f,:; 1 , ~, ~i1::t t ~t-~ - ~ ~ ~~ ~= 73 18 \0 j I 3~ i : -~. y °II lb Y9 ◄---• 8 21 YY ~~ E 3f == -i ~ i ~l - -~ =fr 0 --~!. lL\ Yl [3 • I I 0 I t 5 - - s lnnrvc:tlon1: 1. Fill in all blankL 2. Show north arrow and nr.et name l. o,_ line acroa tally blank, and l»gin n-tally .,..,.., quartar hoY r. 4 , Oo not crO¥od talliat; u a • many .-u " nec:a-ry. - ¥ - HAN D CO UNT FIELD SHE ET o..:· I-\3-9~ o.v wfD 9-.t No:_.....__ S1art tirrw: 2: L./ 0 Clarwr: M-C . L. Abnormal Conditions _____________ _ TOIAL~ <'al. ELM A___..:V~E.,____ nrwt name ' ' 29 I: y 53 . 30 ~ -~ ~ ~ ---ZB ~ ~ ~ - \..LI / <t ~ i u ~ i O.L er ~ ~ Y9 10 c--•• 13 ·z6 <o z $ ::::: ~= -~ = ~ ~ ~= --~~ -~~ ~ ~ ~$=: 5 Z8 7 ' I 0 I I t 5 In ltn..i c:tlon 1: 1. Fill in all blankL 2. Show north arrvw and ltl"Nt name J. o,-line aaoa tally blank, and be9in n-tally .,..,y quan ar hour 4. Do not crowd tall in; u• • many .,_ti H nec:a-ry. ~ ~ - Traffic Manual SCHOOL AREA PEDESTRIAN SAFETY 10-11 located within 600 feet, School Crossing Traffic Sig- nals should be considered when either of the follow- ing conditions are ful fi lled: 1. Urban Areas -500 vehicles and 100 school pede- strians for each of any two hours (not necessar- ily consecutive) daily while students are cross- ing to or from school; or 500 vehicles for each of any two hours daily while students are crossing to or from school and a total of 500 school pedestrians during the entire day. 2. Rural Areas (Use 70 percent of the volumes not- ed under Urba.n Areas) -350 vehicles and 70 school pedestrians fo r each of any two hours (not necessarily consecutive) daily while stu- dents are crossing to or from school; or 350 vehicles for each of any two hours (not necessarily consecutive) daily while students are crossing to or fro m school and minimum total of 350 school pedestrians during the entire day. When critical (85 percentile) approach speed ex- ceeds 40 mph or the approach visibility is less than the required stopping sight distance, rural warrants 3-1987 should be applied. The design of School Crossing Traffic Signals shall conform to Chapter 9 of the State Traffic Manual and include the foll owing considerations: l. The signals shall be designed for full-time opera- tion. 2. Pedestrian signal fac es of the International Sym- bol type shall be installed at all marked cross- walks at signalized intersections along the "Sug- gested Route to School." 3. Non-Intersection school pedestrian crosswalk locations may be signalized when justified by unusual circumstances, such as restricted visi- bility. 4. If an intersection is signalized under this guide- line for school pedestrians, the entire intersec- tion shall be signalized. 5. School Area Traffic Signals shall be traffic ac- tuated type with push buttons or other detec- tors for pedestrians. Crossing Supervision 10-07 10-07.1 Types of Crossing Supervision There are two types of school crossing supervision: l. Adult control of pedestrians and vehicles with Adult Crossing Guards or police officers. 2. Student control of only pedestrians with School Safety Patrol. Recommended practices for the organization, op- eration and administration of Adult Crossing Guards and Student Safety Patrols are given in "SCHOOL CROSSI G GUARD PROGRAMS" and "SCHOOL SAFETY PATROL PROGRAM " booklets.* Also, see Sections 10-07.10, 11 herein. 10-07.2 Adult Crossing Guards Adult Crossing Guards are a supplemental tech- nique and not a traffic control device. They may be assigned at designated school crossings to assist ele- mentary school pedestrians at specified hours when going to or from school. The following suggested pol- icy for their assignment applies only to crossings serving elementary school pedestrians on the "Sug- gested Route to School". An Adult Crossing Guard should be considered when: l. Special problems exist which make it necessary ( •) .-\n 1ih1blc from the Automobile Club of Southern California and the C.1lifornia St,1tC' Automobile A~sociation (:\:\.-\I. to assist elementary school pedestrians in cross- ing the street, such as at an unusually complicat- ed intersection with fr equent turning move- ments and high vehicular speeds; or 2. A change in the sc hool crossing location is immi- nent but prevailing conditions require school crossing supervision for a limited time and it is infeasible to install another form of control for a temporary period. 10-07.3 Warrants for Adult Crossing Guards Adult Crossing Guards normally are assigned where official supervision of elementary school pedestrians is desirable while they cross a public highway on the "Suggested Route to School", and at least 40 elementary school pedestrians for each of any two hours daily use the crossing while going to or fr om school. Adult crossing guards may be used under the following conditions: l. At uncontrolled crossings where there is no al- ternate controlled crossing within 600 feet; and a. In urban areas where the vehicular traffic volume excees 350 during each of any two hours (not necessarily consecutive) in which 40 or more school pedestrians cross daily while going to or from school ; or b. In rural areas where the vehicular traffi c vol- ume exceeds 300 during each of any two 10-12 J.1987 SCHOOL AREA PEDESTRIAN SAFETY Traffic Manual hours (not necessarily consecutive) in which 30 or more school pedestrians cross daily while going to or from school. Whenever the critical (85 percentile) ap- proach speed exceeds 40 mph, the guidelines for rural areas should be applied. 2. At stop sign-controlled crossings: Where the vehicular traffic volume on undi- vided highways of four or more lanes exceeds 500 per hour during any pe riod when the school pedestrians are going to or from school. 3. At traffic signal-controlled crossings: a. Where the number of vehicular turning movements through the school crosswalk ex- ceeds 300 per hour while school ped estrians are going to or from school; or b. Where there are circumstances not normally present at a signalized inter ection, such as crosswalks more than 80 feet long with no intermediate refuge, or an abnormally high proportion of large commercial vehicles. 10-07.4 Legal Authority and Program Funding for Adult Crossing Guards Cities and counties may designate local law en- forcement agencies, the governing board of any school district or a county superintendent of schools to recruit and assign adult crossing guards to inter- sections that meet approved guidelines for adult supervision. There are various methods for funding a school adult crossing guard program. One of these methods is through the use of fines and forfeitures received under Section 1463 of the Penal Code. Disposition of these fines and forfeitures is defined in Sections 42200 and 42201 of the California Vehicle Code. An example of these dispositions by cities and counties is as follows: Disposition by cities (CVC 42200). Fines and forfeitures received by cities and deposited into a "Traffic Safety Fund" may be used to pay the compensation of school crossing guards who are not regular full-time members of the police de- partment of the city. Disposition by county (CVC 42201 ). Fines and forfeitures received by a county and deposited in the road fund of the county may be used to pay the compensation of school crossing guards, and necessary equipment and administrative costs. The board of supervisors may adopt standards for crossing guards and has fin al authority over the total cost of the crossi ng guard program. Another avenue of funding school adult crossi ng guard programs is through the use of the "Crossing Guard Maintenanc District Act of 1974." This act defin es how a local agency may form districts within which property and improvements may be assessed to pay the costs and expenses of providing school crossing guards. (Chapter 3.5, Sections 55530-70 of Part 2, Division 2, Title 5 of the Government Code.) 10-07.5 Choice of Adult Crossing Guards High standards fo r selection of adult crossing guards are essential. They must understand children and in addition should possess the following qualifi- cations: 1. Average intelligence 2. Good physical condition, including sight and hearing 3. Mental alertness 4. Neat appearance 5. Good character 6. Dependabl e 7. Sense of responsibility for safety of children. 8. Good verbal communication. Undoubtedly, the most important quality a cross- ing guard should possess, however, is the ability to gain the respect of the children so that they respond to direction. 10-07.6 Uniform of Adult Crossing Guards Adult crossing guards should be uniformed so that motorists and pedestrians can recognize them and respond to their signals. It is recommended that their uniforms be distinctively different from those worn by regular police offic ers. During periods of twilight or darkness, adult cross- ing guards should wear either reflectorized material or re f1 ectorized clothing. 10-07.7 Training Programs for Adult Crossing Guards Adequate training should b provided in adult crossing guard r sponsibilities and authority. Experi- ence indicates that this fun ction can usually be per- formed effectively by a law enforcement agency re- sponsible for traffic co ntrol. Training programs should be d signed to acquaint newly employed crossing guards with their specific duties, local traffic regulations, and crossing tech- niques. Training workshops should also be u ed as a method of advising experie nced employees of recent changes in exi ting traffic laws and program proce- dures. For example, crossing guards should b famil- iar with the Califo rnia law, which provides that any person who disregards any traffic signals or direction given by a nonstudent school crossing guard author- ,, Traffic Manual SCHOOL AREA PEDESTRIAN SAFETY 10-13 ized by a law enforcement agency, any board of supervisors of a county or school district shall be gui l- ty of an infraction and subject to the penalties of Section 42001 of the California Vehicle Code. (CVC Section 2815 ) Primarily, adult crossing guards should be instruct- ed to provide appropriate safety instruction for chil- dren crossing, watch traffic flow , wait for an appro- priate gap between vehicles and lead groups of school children promptly across a street. Under no circumstances should a crossing guard permit a child to cross the road alone. Even when there is no traffic on the road, a crossing guard should be alert to unex- pected e mergencies and should accompany children across the street to the curb. 10-07.8 Operating Procedures for Adult Crossing Guards Adult crossing guards should not direct traffic in the usual police regulatory sense. In the control of traffic, they should pick opportune times to create a safe gap. At these times, their presence in the road- way serves as an easily recogni zed indication that pedestrians are about to use the crosswalk, and that all traffic must stop. Adult crossing guards may use a "STOP" paddle (C28A), similar to the one shown in Section 10-03.8, except that the paddle shall have "STOP" on both sides and that it shall be reflector- ized when used during hours of darkness. When all traffic has stopped, the adult guard all ows the chil- dren to cross. 10-07.9 School Safety Patrols School Safety Patrols have a definite role in aiding school pedestrians at crossings near elementary schools. This measure is a supplemental technique rather than a traffic control device as defined in Sec- tion 440 of the California Vehicle Code. School Safety Patrols may be used to direct and control children at crossings near schools where there is no need to create adequate gaps in traffic. School Safety Patrols may be used to direct and control children at signalized intersections where turning movements are not a problem, and to assist adult crossing guards in the control of children at crossing locati ons u ed by large numbers of children. School Safety Patrols shall not be responsible for directing vehicular traffic. They do not function as poli ce. 10-07.10 Warrants for School Safety Patrols A School Safety Patrol may be established at loca- ti ons where an existing traffic control device, police officer or adult crossing guard is in operation, or where there are adequate crossing gaps in vehicular flow at an uncontrolled cros ing, and it is desirable to 3-1987 use School Safety Patrols to guide the sc hool pede- strians. School Safety Patrols should be es tablished only by agreement between the governing board of the school district and local traffic law enforcement agencies. A School Safety Patrol should be considered when all of the following conditions are fulfilled: 1. Twenty or more school pedestrians crossing in each of any two hours (not necessaril y consecu- tive) daily enroute to or from school; and 2. Critical (85 percentile) approach speed does not exceed 35 mph; and 3. No more than two traveled lanes in each direc- tion; and 4. At least one "adequate crossing gap" in traffic per minute during an average 5-minute period during the peak school pedestrian hour. An "adequate crossing gap" is defined as the num- ber of seconds required for a student to observe the traffic situation while in a safe location at one side of a roadway and then to cross the roadway to a point of safety on the opposite side. The actual walking time to cross (roadway width in fe et divided by 3.5 fee t per second) must be added to the perception and reaction time (usually 3 seconds) and a clear- ance interval of 2 seconds between rows of pedestri- ans in the platoon / group. Ga = (W ...,...3.5) +3+2 ( -1) Whe re Wis the roadway width in feet; N is the num- ber of rows of pedestrians in a platoon / group; A School Safety Patrol shall not be assigned where inadequate stopping sight distance prevails. 10-07.11 Legal Authority for School Safety Patrols School Safety Patrols should be authorized by the local school board. School authorities should be re- sponsible for organizing, instructing and supervisi ng patrols with the ass istance of the local police. The California Education Code [Chapter 8, Article 1, Sections 49300 to 49307 ( 1977)] and the California Administrative Code [Title 5, Article 3, Sections 570 to 576 (1978) and 632] authorize the development of School Safety Patrols and outline rules for imple- menting these programs within the state. 10-07.12 Choice of School Safety Patrols chool Safety Patrols should be carefully selected . They should be children fr om the 5th grade or high- er. Leadership and reliability should be determining qualities for patrol membership.