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HomeMy WebLinkAbout2007-02-06; City Council; 18888; Establish Speed Limit - Melrose Drive12 CITY OF CARLSBAD - AGENDA BILL AB# 18,888 MTG. 2/06/07 DEPT. ENG ESTABLISH A PRIMA FACIE SPEED LIMIT UPON MELROSE DRIVE FROM PALOMAR AIRPORT ROAD TO THE NORTH CITY LIMIT DEPT. HEAD ftf^ CITY ATTY. <^S^ CITY MGR. f u RECOMMENDED ACTION: Introduce Ordinance No. NS-832 to establish a prima facie 55 mile per hour speed limit upon Melrose Drive from Palomar Airport Road to the north city limit. ITEM EXPLANATION: Melrose Drive is designated as a prime arterial roadway in the Circulation Element of the General Plan. It is a six-lane, divided road and has a posted speed limit of 55 miles per hour south of Palomar Airport Road established upon the results of an engineering and traffic survey. The segment of Melrose Drive north of Palomar Airport Road opened to traffic on August 16, 2006. It has a daily traffic volume of 21,000 vehicles and has no posted speed limit. The maximum speed limit on said portion of Melrose Drive is 65 miles per hour. California Vehicle Code section 22358(a) requires that 'Whenever a local authority determines upon the basis of an engineering and traffic survey that the limit of 65 miles per hour is more than is reasonable or safe upon any portion of any street other than a state highway where the limit of 65 miles per hour is applicable, the local authority may by ordinance determine and declare a prima facie speed limit of 60, 55, 50, 45, 40, 35, 30, or 25 miles per hour, whichever is found most appropriate to facilitate the orderly movement of traffic and is reasonable and safe, which declared prima facie limit shall be effective when appropriate signs giving notice thereof are erected upon the street." The California Legislature has clearly indicated its intent with respect to speed limits established on the basis of an engineering and traffic survey and regarding speed traps. Vehicle Code section 40802(a)(2) defines a speed trap as "...that prima facie speed limit is not justified by an engineering and traffic survey conducted within five years prior to the date of the alleged violation, and enforcement of the speed limit involves the use of radar...." A well known and widely read court case in California that was the subject of the speed trap law is The People v. Judith Ann Goulet (1992) 13 CAL.APP.4TH SUPP. 1. The Appellant Department, Superior Court, Ventura, found that in this case, the engineering and traffic survey did not justify the prima facie speed limit and since radar was used in enforcement, a speed trap existed. The conclusion of the court was that "Speed traps—reduced speed zones not justified by the conditions—bring disrespect to law enforcement and the courts. We have discussed the requirements and consequences at length because it must be clear to traffic engineers, local authorities, and law enforcement officers that if a prima facie speed limit is set without being justified in fact by the engineering and traffic survey, the speed limit cannot be enforced by any means involving the use of radar. Local authorities must set prima facie speed limits carefully, as justified by appropriate factors, to avoid making use of radar unavailable for speed enforcement." FOR CITY CLERKS USE ONLY. COUNCIL ACTION: APPROVED DENIED CONTINUED WITHDRAWN AMENDED Efnn n D CONTINUED TO DATE SPECIFIC CONTINUED TO DATE UNKNOWN RETURNED TO STAFF OTHER - SEE MINUTES nn Dn Page 2 In accordance with the requirements of Vehicle Code section 627 and the California Manual on Uniform Traffic Control Devices (MUTCD), an engineering and traffic survey was prepared for the subject portion of Melrose Drive. The survey took into account the prevailing speeds, accident history, and highway and roadside conditions, among other factors. Also considered were the provisions of Vehicle Code section 22358.5 that provides "It is the intent of the Legislature that physical conditions such as width, curvature, grade and surface conditions, or any other condition readily apparent to the driver, in the absence of other factors, would not require special downward speed zoning, as the basic rule of section 22350 is sufficient regulation as to such conditions." The results of the engineering and traffic survey were presented to the Traffic Safety Commission on December 4, 2006. Three Carlsbad residents addressed the Commission and requested that a 45 mile per hour speed limit be established. In response to inquiry from one Commissioner, Lt. Rawson from the Traffic Division of the Carlsbad Police Department, answered that a 45 mile per hour speed limit upon this portion of Melrose Drive would be considered a speed trap by definition of the Vehicle Code, and court rulings over the past several years, and would be unenforceable by the Police Department. Upon consideration of public testimony, results of the engineering and traffic survey, the recommendation of the Traffic Safety Coordinating Committee (staff committee), and the testimony of Lt. Rawson, the Commission recommend, by a 4-0 vote, that a prima facie 55 mile per hour speed limit be established upon Melrose Drive from Palomar Airport Road to the north city limit. ENVIRONMENTAL IMPACT: The installation of an official traffic control device is a project that is a Class 1 categorical exemption (minor alteration of existing structure or facility) and is, therefore, exempt from the environmental review process under the provisions of the California Environmental Quality Act (CEQA), Section 15301(c). FISCAL IMPACT: Installing two speed limit signs upon Melrose Drive will cost about $250. EXHIBITS: 1. Location Map. 2. Ordinance No. NS-832 to establish a prima facie 55 mile per hour speed limit upon Melrose Drive from Palomar Airport Road to the north city limit. 3. Redline/strikeout version of Ordinance No. NS-832 to establish a prima facie 55 mile per hour speed limit upon Melrose Drive from Palomar Airport Road to the north city limit. DEPARTMENT CONTACT: Robert T. Johnson, Jr., (760) 602-2752, biohn@ci.carlsbad.ca.us LOCATION MAP PROPOSED SPEED ZONE NOT TO SCALE CITY OF CARLSBAD LEGEND: (j) TRAFFIC SIGNAL PROJECT NAME PROPOSED SPEED ZONE MELROSE DRIVE PALOMAR AIRPORT ROAD TO NORTH CITY LIMIT EXHIBIT 1 DRAWN BY: SCOTT EVANS, CARLSBAD ENGINEERING DEPT. 9/1/06 C:\JRAFFIC\SPEED ZONE\SPEED ZONE-MELROSE DRIVE NORTH.DWG 10 1 ORDINANCE NO. NS-832 2 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF 3 CARLSBAD, CALIFORNIA, AMENDING TITLE 10, CHAPTER 10.44, OF THE CARLSBAD MUNICIPAL CODE BY THE AMENDMENT OF 4 SECTION 10.44.240 TO ESTABLISH UPON MELROSE DRIVE A PRIMA FACIE 55 MILE PER HOUR SPEED LIMIT FROM PALOMAR 5 AIRPORT ROAD TO THE NORTH CITY LIMIT. 6 The City Council of the City of Carlsbad, California, hereby ordains as follows: 7 SECTION 1: That Title 10, Chapter 10.44, of the Carlsbad Municipal Code is amended g by the revision of Section 10.44.240 to read as follows: "10.44.240 Melrose Drive. Upon Melrose Drive from Rancho Santa Fe Road to the north city limit, the prima facie speed limit shall be fifty-five miles per hour." EFFECTIVE DATE: This ordinance shall be effective thirty (30) days after its adoption; and 12 the City Clerk shall certify the adoption of this ordinance and cause it to be published at least once in 13 a newspaper of general circulation in the City of Carlsbad within fifteen (15) days after its adoption.14 ///15 ///16 /// 17 ///18 ///19 /// 20 /// 21 " 22 23 24 25 26 27 28 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 INTRODUCED AND FIRST READ at a regular meeting of the Carlsbad City Council on the 6th day of February, 2007, and thereafter. PASSED, APPROVED AND ADOPTED at a Regular Meeting of the City Council of the City of Carlsbad on the day of, 2007, by the following vote: AYES: NOES: ABSENT: ABSTAIN: APPROVED AS TO FORM AND LEGALITY RONALD R. BALL, City Attorney CLAUDE A LEWIS, Mayor ATTEST: LORRAINE M. WOOD, City Clerk (SEAL) 2 ORDINANCE NO. NS-832 3 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF CARLSBAD, CALIFORNIA, AMENDING TITLE 10, CHAPTER 10.44, 4 OF THE CARLSBAD MUNICIPAL CODE BY THE AMENDMENT OF SECTION 10.44.240 TO ESTABLISH UPON MELROSE DRIVE A 5 PRIMA FACIE 55 MILE PER HOUR SPEED LIMIT FROM PALOMAR AIRPORT ROAD TO THE NORTH CITY LIMIT. 6 The City Council of the City of Carlsbad, California, hereby ordains as follows: 7 SECTION 1: That Title 10, Chapter 10.44, of the Carlsbad Municipal Code is amended 8 by the revision of Section 10.44.240 to read as follows: 9 "10.44.240 Melrose Drive. Upon Melrose Drive from Rancho Santa Fe Road to its intersoction 11 with Palomar Airport Road the north city limit, the prima facie speed limit shall be fifty-five miles per hour." EFFECTIVE DATE: This ordinance shall be effective thirty (30) days after its adoption; and 13 the City Clerk shall certify the adoption of this ordinance and cause it to be published at least once in 14 a newspaper of general circulation in the City of Carlsbad within fifteen (15) days after its adoption.15 ///16 ///17 ///18 ///19 ///20 /// 21 " 22 23 24 25 26 27 28 U 5 6 7 8 9 10 day of INTRODUCED AND FIRST READ at a Regular Meeting of the Carlsbad City Council on the , 2007, and thereafter PASSED AND ADOPTED at a Regular Meeting of the City Council of the City of Carlsbad, California, on the day of. AYES: NOES: ABSENT: APPROVED AS TO FORM AND LEGALITY: , 2007, by the following vote, to wit: 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 RONALD R. BALL, City Attorney CLAUDE A. LEWIS, Mayor ATTEST: LORRAINE M. WOOD, City Clerk (SEAL) Ray Patchett - Melrose Drive Page 1 From: Bob Johnson To: Ray Patchett Date: 02/06/2007 9:02:02 AM Subject: Melrose Drive */;L a-k-o? All Receive For the Information of the: CITY COUNCIL^ Asst. CM W"~CA t^CC ^ity Managef-^^—* Ray, after our discussion yesterday, I spoke with the traffic engineer for Vista, Art Brown. I also drove the segment of Melrose Drive in Vista north of the Carlsbad north city limit. Melrose Drive has six traffic lanes with a raised median in Vista continuing northerly to Sycamore Avenue. Vista designates Melrose Drive as a prime arterial roadway in their Circulation Element, just as we also designate Melrose Drive as a prime arterial in our Circulation Element. Vista traffic engineering staff conducted an Engineering and Traffic Survey for Melrose Drive in August 2005 when the road terminated at the Vista south city limit and had only local traffic using the road. Since the road has been opened, the road serves regional traffic. They have not updated their survey since the road was extended into Carlsbad in August 2006. They measured critical speeds on Melrose Drive in August 2005 when the road terminated at the south city limit of 47 and 49 miles per hour. These two critical speeds support their posted speed limit of 50 miles per hour. Mr. Brown indicated that he has no plans to update the engineering and traffic survey now that Melrose Drive has been extended into Carlsbad. He acknowledges that if a speeding citation is thrown out of court because of an invalid engineering and traffic survey because of the changed roadway conditions (the road being opened into Carlsbad), then he will have to update and prepare a new engineering and traffic survey and the speed limit may need to be raised. The critical speed in Carlsbad on Melrose Drive north of Palomar Airport road is 54 miles per hour. This critical speed supports the recommended 55 mile per hour speed limit in Carlsbad. The posted speed limit on Melrose Drive south of Palomar Airport Road is also 55 miles per hour. CC:Glenn Pruim; Lisa Hildabrand; Ron Ball SPEED LIMIT FOR MELROSE DRIVE NORTH OF PALOMAR AIRPORT ROAD Honorable Mayor Bud Lewis City Council Members As residents of Rancho Carrillo, we experience our neighborhood's traffic situations on a daily basis. We observe and experience these traffic issues not as technical engineers, but as drivers, pedestrians and homeowners. We see where visibility is reduced, where caution is needed, and where congestion affects the flow of traffic. And we observe the near misses and small accidents that are not reported to the police department. Tonight we are here representing more than 3000 homeowners, who live in Rancho Carrillo. We are requesting your action regarding the speed limit on north Melrose Drive. Based on our observations we present to you that setting the speed limit at 55, as the City of Carlsbad's Traffic Division is recommending, will create a condition that could endanger the lives of the motoring public, and may violate CALTRANS roadway design directives. Rules and methods of establishing speed limits in Carlsbad The City of Carlsbad's Traffic Division has educated us on how traffic speeds are established. We understand that the speed is determined by: 1) Taking a Traffic & Engineering Survey 2) Using the 85% rule for setting speed limits 3) The general assumption that the Drivers, theoretically, will drive within prevailing speed and conditions on the roadway. 4) History of major accidents in the community in question. We believe there is a missing element in these calculations that is the roadside conditions not readily apparent to the driver. These definitely apply to the special conditions that exist around Melrose Drive at Palomar Airport Road. While rules will give uniformity to the process, they should be used as guidelines and in light of the reality of the situation. The lack of fatal accidents in our neighborhood does not mean that there have not been many close calls. Lack of major accidents should not be used to justify higher speed limits for a new section of road such as Melrose Drive. No one wants a major accident to happen that then leads to a change that should have been apparent all along. North Melrose Drive's Speed Limit The following is an illustration of how the residents of Rancho Carrillo repeatedly have tried to bring their issues to the Traffic and Safety Commission and to the City of Carlsbad's Traffic Division. In late December of 2006, we addressed the Traffic and Safety Commission, regarding the speed limit on the extension of North Melrose from Palomar Airport Road to the City of Vista's southern boundary, a distance of approximately % mile. The City of Carlsbad's Traffic Division recommended a speed limit of 55 MPH. We felt that was inappropriate given the merging lane changes 1 before and after the intersection, the slope and curves, the expected very high volume of traffic and congestion in the intersection, plus the obstructed visibility northbound, and the fact that the City of Vista's posted speed limit is 50 MPH. While the Traffic and Safety Commissioners indicated they shared and understood our concerns and issues, they decided to accept the City of Carlsbad's Traffic Division recommendation. Their decision was based on Mr. Johnson's repeated warnings that if the police officers issue citations, the courts will not uphold those citations, because lowering the speed limit below the Traffic & Engineering Survey's 85 Percentile is creating a speed trap! We don't understand this logic. We present to you that setting the speed limit at 55 MPH, while the adjoining City's limit is 50 MPH, will create a Speed Trap in Vista. Our understanding is that the City of Carlsbad currently has 6 traffic officers for all of the City's streets and schools. In 2005 the Police Department committed to having an officer at Carrillo Elementary School once a week. This does not happen regularly. Unfortunately, there are not enough traffic police in Carlsbad to enforce the traffic laws and safe driving practices on a regular basis. In reality, how often will the police be present in the % mile distance of North Melrose using radar to issue tickets? Motorists are often turning on to Melrose, accelerating from a slow speed, going down hill, dealing with lane changes, curves, and approaching another signalized intersection at Lionsgate Avenue, not where police would normally try and set up radar to catch speeders. And if they did set up radar, how often would these tickets be challenged? Does the threat of not being able to use radar in this small section of roadway override the safety of citizens? We have been told by the City's Police Division that the drivers have to drive 12 miles above the posted speed limit before the traffic officers ticket them. This means that by setting the speed limit on North Melrose Drive at 55 MPH you are really setting it at 66 MPH without giving tickets for speeding. Is this rational? Is it worth risking the lives of the residents of Carlsbad? Let us relate to you our concerns point by point. 1. The City's traffic volume projection based upon Linscott Law & Greenspan's traffic study prepared for the Villages of La Costa indicates peak volumes of 1390 vehicles per hour through the intersection on Melrose in one direction in 2020. That is almost the same volume that El Camino Real and Palomar Airport Road will have in the same year. 2. Based upon those projections, Melrose northbound at the intersection is being built to allow 2 left turn lanes, 4 straight ahead lanes (an increase from the 3 lanes south of the intersection), a bike lane and a right turn lane. 3. North of the intersection with Palomar Airport Road, at Lionsgate Avenue, northbound Melrose again is reduced to 3 lanes requiring the number 4 lane to merge into the number 3 lane. 4^ Melrose northbound crests at Palomar Airport Road and drops off steeply on the north side making the roadway, any cars or obstructions on it not visible to northbound drivers until they are in the intersection. Here are photos from a vehicle stopped at the light. See how the cars disappear. And, a view halfway across the intersection. Notice that you cannot see very far ahead and that the road curves steeply down and to the right. 5. Vehicles stopping for backed-up traffic, slowing to merge, or trying to avoid an accident or a disabled vehicle, are not visible to northbound vehicles until they are too close to have time to stop safely. 6. At 55 MPH, CALTRANS states in Table 201.1 of the Highway Design Manual that a passenger vehicle would need 500 feet to stop in an emergency on a level roadway. A vehicle will need even more distance to stop on a slope such as Melrose. Here is a photo from 500 feet north of Palomar Airport Road that shows you cannot see cars stopped at the light in lanes 4 & 5 or even the driver of a SUV stopped at the light in lane 3. 7. When a car is stopped at the light on Melrose northbound, they cannot see a 4.25 foot tall object on the roadway 300 feet ahead. A moving car at that point also cannot see an object 300 feet ahead. At 40 MPH a driver would need 300 feet to stop safely per CALTRANS Table 201.1 of the Highway Design Manual. Here is a photo from 300 feet north of Palomar Airport Road looking south that shows you cannot see cars stopped at the light in lanes 3, 4 & 5 at Palomar Airport Road or even the driver of a SUV turning at the light from lane 2, We contend that, specifically for northbound motorists on Melrose who have severely limited visibility past Palomar Airport Road, the speed limit should be lowered before they get to the intersection. There is an up slope on Melrose just before getting to Palomar Airport Road that acts to launch a vehicle going 55 MPH, having it bounce once at about midway across Palomar Airport Road and then again north of the intersection. This photo shows the launch ramp. Isn't it the City's duty to address such an issue so motorists do not lose control of their vehicle as they fly through the intersection? Shouldn't the City's signage give them a warning, because they will not be able to see any obstruction on the other side of the intersection until they have crossed the intersection? Just to set a 55 MPH speed limit because of a Traffic & Engineering Survey 85 Percentile rule seems irresponsible. We, the motoring public, expect that Cities set speed limits that are appropriate for the conditions that we may not know will occur ahead of us, not just to meet a written standard for open highways. The California Traffic Regulations Section 8-03.3B for Engineering and Traffic Survey states that a Traffic Survey shall include "roadside conditions not readily apparent to the driver." It should be obvious that launching a vehicle at an intersection and obstructed visibility are conditions that are not readily apparent to the driver approaching that portion of roadway We believe the speed limit on Melrose Drive northbound should be reduced to 45 MPH starting 450 feet south of the intersection with Palomar Airport Road and continuing to Lionsgate Avenue, and 45 MPH from Lionsgate Avenue to Palomar Airport Road southbound. Speed limit signs indicating 45 MPH should be posted at the 450 foot mark as well as 45 MPH Speed Zone Ahead signs 450 feet before the speed zone starts. An Example of the Exception to the rules in the City of Carlsbad Palomar Airport Road and Melrose Drive have one thing in common: they both have 6 lanes. Palomar Airport Road does not have any homes or schools, Melrose does. However, the traffic speed on Palomar Airport Road between Paseo Del Norte and Armada Drive is posted as 45 MPH. This portion of the road is flat with no obstructed views. One can only assume that the lower speed limit is placed on this portion of Palomar Airport Road because of the increased congestion. What traffic rules were used to set that speed limit? Why are the same rules for this situation not used to justify a lower speed limit on Melrose Drive at Palomar Airport Road or other congested areas? Our Recommendation We ask that the speed limit on Melrose Drive north of Palomar Airport Road in both directions be set at 45 MPH. We also request that the speed limit on northbound Melrose Drive be set at 45 MPH starting 450 feet south of the intersection with Palomar Airport Road with an appropriate speed zone warning sign an additional 450 feet south. Finally, we came here as citizens of Carlsbad concerned about the safety in and around our community and for the motoring public. HIGHWAY DESIGN MANUAL 200-1 January 4,2007 CHAPTER 200 GEOMETRIC DESIGN AND STRUCTURE STANDARDS Topic 201 - Sight Distance Index 201.1 - General Sight distance is the continuous length of highway ahead visible to the driver. Four types of sight distance are considered here: passing, stopping, decision, and corner. Passing sight distance is used where use of an opposing lane can provide passing opportunities (see Index 201.2). Stopping sight distance is the minimum sight distance to be provided on multilane highways and on 2-lane roads when passing sight distance is not economically obtainable. Stopping sight distance also is to be provided for all elements of interchanges and intersections at grade, including private road connections (see Topic 504, Index 405.1, & Figure 405.7). Decision sight distance is used at major decision points (see Indexes 201.7 and 504.2). Corner sight distance is used at intersections (see Index 405.1, Figure 405.7, and Figure 504.3J). Table 201.1 shows the standards for stopping sight distance related to design speed, and these shall be the minimum values used in design. Also shown are the values for use in providing passing sight distance. Chapter 3 of "A Policy on Geometric Design of Highways and Streets," AASHTO, contains a thorough discussion of the derivation of stopping sight distance. 201.2 Passing Sight Distance Passing sight distance is the minimum sight distance required for the driver of one vehicle to pass another vehicle safely and comfortably. Passing must be accomplished assuming an oncoming vehicle comes into view and maintains the design speed, without reduction, after the overtaking maneuver is started. Table 201.1 Sight Distance Standards Design Speed(1) (mph) 20 25 30 35 40 45 50 55 60 65 70 75 80 Stopping (ft) 125 150 200 250 300 360 430 500 580 660 750 840 930 Passing (ft) 800 950 1,100 1,300 1,500 1,650 1,800 1,950 2,100 2,300 2,500 2,600 2,700 (1) See Topic 101 for selection of design speed. (2) For sustained downgrades, refer to advisory standard in Index 201.3 The sight distance available for passing at any place is the longest distance at which a driver whose eyes are 3 1A feet above the pavement surface can see the top of an object 4 % feet high on the road. See Table 201.1 for the calculated values that are associated with various design speeds. hi general, 2-lane highways should be designed to provide for passing where possible, especially those routes with high volumes of trucks or recreational vehicles. Passing should be done on tangent horizontal alignments with constant grades or a slight sag vertical curve. Not only are drivers reluctant to pass on a long crest vertical curve, but it is impracticable to design crest vertical curves to provide for passing sight distance because of high cost where crest cuts are involved. Passing sight distance for crest vertical curves is 7 to 17 times longer than the stopping sight distance. Ordinarily, passing sight distance is provided at locations where combinations of alignment and 200-2 January 4,2007 HIGHWAY DESIGN MANUAL profile do not require the use of crest vertical curves. Passing sight distance is considered only on 2-lane roads. At critical locations, a stretch of 3- or 4-lane passing section with stopping sight distance is sometimes more economical than two lanes with passing sight distance. Passing on sag vertical curves can be accomplished both day and night because headlights can be seen through the entire curve. See Part 3 of the Manual on Uniform Traffic Control Devices (MUTCD) for criteria relating to the placement of barrier striping for no-passing zones. Note, that the passing sight distances shown in the MUTCD are based on traffic operational criteria. Traffic operational criteria are different from the design characteristics used to develop the values provided in Table 201.1 and Chapter 3 of AASHTO, A Policy on Geometric Design of Highways and Streets. The aforementioned table and AASHTO reference are also used to design the vertical profile and horizontal alignment of the highway. Consult the Headquarters (HQ) Traffic Liaison when using the MUTCD criteria for traffic operating-control needs. Other means for providing passing opportunities, such as climbing lanes or turnouts, are discussed in Index 204.5. Chapter 3 of AASHTO, A Policy on Geometric Design of Highways and Streets, contains a thorough discussion of the derivation of passing sight distance. 201.3 Stopping Sight Distance The minimum stopping sight distance is the distance required by the driver of a vehicle, traveling at a given speed, to bring the vehicle to a stop after an object on the road becomes visible. Stopping sight distance is measured from the driver's eyes, which are assumed to be 3 1A feet above the pavement surface, to an object Vi-foot high on the road. See Index 1003.1(9) for bicycle stopping sight distance guidance. The stopping sight distances in Table 201.1 should be increased by 20 percent on sustained downgrades steeper than 3 percent and longer than one mile. 201.4 Stopping Sight Distance at Grade Crests Figure 201.4 shows graphically the relationships between length of crest vertical curve, design speed, and algebraic difference hi grades. Any one factor can be determined when the other two are known. 201.5 Stopping Sight Distance at Grade Sags From the curves in Figure 201.5, the minimum length of vertical curve which provides headlight sight distance in grade sags for a given design speed can be obtained. If headlight sight distance is not obtainable at grade sags, lighting may be considered. The Design Coordinator and the HQ Traffic Liaison shall be contacted to review proposed grade sag lighting to determine if such use is appropriate. 201.6 Stopping Sight Distance on Horizontal Curves Where an object off the pavement such as a bridge pier, building, cut slope, or natural growth restricts sight distance, the minimum radius of curvature is determined by the stopping sight distance. Available stopping sight distance on horizontal curves is obtained from Figure 201.6. It is assumed that the driver's eye is 3 Vi feet above the center of the inside lane (inside with respect to curve) and the object is Vi-foot high. The line of sight is assumed to intercept the view obstruction at the midpoint of the sight line and 2 feet above the center of the inside lane when the road profile is flat (i.e. no vertical curve). Crest vertical curves can cause additional reductions in sight distance. The clear distance (rri) is measured from the center of the inside lane to the obstruction. The design objective is to determine the required clear distance from centerline of inside lane to a retaining wall, bridge pier, abutment, cut slope, or other obstruction for a given design speed. Using radius of curvature and minimum sight distance for that design speed, Figure 201.6 gives the clear distance (m) from centerline of inside lane to the obstruction. HIGHWAY DESIGN MANUAL 200-3 January 4,2007 When the radius of curvature and the clear distance to a fixed obstruction are known, Figure 201.6 also gives the sight distance for these conditions. See Index 101.1 for technical reductions in design speed caused by partial or momentary horizontal sight distance restrictions. See Index 203.2 for additional comments on glare screens. Cuts may be widened where vegetation restricting horizontal sight distance is expected to grow on finished slopes. Widening is an economic trade-off that must be evaluated along with other options. See Index 902.2 for sight distance requirements on landscape projects. 201.7 Decision Sight Distance At certain locations, sight distance greater than stopping sight distance is desirable to allow drivers time for decisions without making last minute erratic maneuvers (see Chapter in of AASHTO, A Policy on Geometric Design of Highways and Streets, for a thorough discussion of the derivation of decision sight distance.) On freeways and expressways the decision sight distance values in Table 201.7 should be used at lane drops and at off-ramp noses to interchanges, branch connections, roadside rests, vista points, and inspection stations. When determining decision sight distance on horizontal and vertical curves, Figures 201.4, 201.5, and 201.6 can be used. Figure 201.7 is an expanded version of Figure 201.4 and gives the relationship among length of crest vertical curve design speed, and algebraic difference hi grades for much longer vertical curves than Figure 201.4. Decision sight distance is measured using the 3 l/2-foot eye height and Vi-foot object height. See Index 504.2 for sight distance at secondary exits on a collector-distributor road. Table 201.7 Decision Sight Distance Design Speed (mph) 30 35 40 45 50 55 60 65 70 75 80 Decision Sight Distance (ft) 450 525 600 675 750 865 990 1,050 1,105 1,180 1,260 Topic 202 - Superelevation 202.1 Basic Criteria According to the laws of mechanics, when a vehicle travels on a curve it is forced outward by centrifugal force. On a superelevated highway, this force is resisted by the vehicle weight component parallel to the superelevated surface and side friction between the tires and pavement. It is impractical to balance centrifugal force by superelevation alone, because for any given curve radius a certain superelevation rate is exactly correct for only one driving speed. At all other speeds there will be a side thrust either outward or inward, relative to the curve center, which must be offset by side friction. If the vehicle is not skidding, these forces are in equilibrium as represented by the following equation, which is used to design a curve for a comfortable operation at a particular speed: Centriugal Factor = e + f =0.067V2 15R HIGHWAY DESIGN MANUAL 400-7 January 4,2007 404.3 Turning Templates (1) General. The truck-turn template is a design aid for locating the wheel paths of large vehicles as they turn through at-grade intersections. Consideration should be given to the overhang of the truck, where the body of the truck slightly extends (approximately 2 feet) beyond the wheel path. The template is useful for determining corner radii, for positioning island noses, and for establishing clearance to bridge piers, signal poles, and other hardware at intersections. Templates can help determine the width of a channeled separate turning lane. Topic 407 illustrates scaled turning templates for the various design vehicles and turning radii. (2) STAA Truck. The STAA truck-turn templates should be used in the design of all new interchanges and intersections on the National Network and on routes leading from the National Network to designated service and terminal routes. On rehabilitation projects they should be used at interchanges and intersections proposed as service or terminal access routes. In some cases, factors such as cost, right of way, environmental issues, local agency desires, and the type of community being served may limit the use of the STAA templates. In those cases, other appropriate templates should be used. The minimum practical turning radius is 50 feet. However, the 60-foot radius develops less swept width and may have an advantage. The 60-foot radius should be used in most situations, but the 50-foot radius is acceptable in restricted situations. (3) California Truck. The California truck-turn template should be used in the design of highways not on the National Network. The minimum practical turning radius is 50 feet (4) Bus. At intersections where truck volumes are light or where the predominate truck traffic consists of mostly 3-axle and 4-axle units, the bus turning template may be used. Its wheel paths sweep a greater width than 3-axle delivery trucks and the smaller buses such as school buses, but a slightly lesser width than a 4-axle truck. Topic 405 - Intersection Design Standards 405.1 Sight Distance (1) Stopping Sight Distance. See Index 201.1 for minimum stopping sight distance requirements. (2) Corner Sight Distance. (a) General~At unsignalized intersections a substantially clear line of sight should be maintained between the driver of a vehicle waiting at the crossroad and the driver of an approaching vehicle. Adequate time must be provided for the waiting vehicle to either cross all lanes of through traffic, cross the near lanes and turn left, or turn right, without requiring through traffic to radically alter their speed. The values given in Table 405.1 A provide 7-1/2 seconds for the driver on the crossroad to complete the necessary maneuver while the approaching vehicle travels at the assumed design speed of the main highway. The 7-1/2 second criterion is normally applied to all lanes of through traffic in order to cover all possible maneuvers by the vehicle at the crossroad. However, by providing the standard corner sight distance to the lane nearest to and farthest from the waiting vehicle, adequate time should be obtained to make the necessary movement. On multilane highways a 7-1/2 second criterion for the outside lane, in both directions of travel, normally will provide increased sight distance to the inside lanes. Consideration should be given to increasing these values on downgrades steeper than 3 percent and longer than 1 mile (see Index 201.3), where there are high truck volumes on the crossroad, or where the skew of the intersection substantially increases the distance traveled by the crossing vehicle. 400-8 January 4, 2007 HIGHWAY DESIGN MANUAL In determining coiner sight distance, a set back distance for the vehicle waiting at the crossroad must be assumed. Set back for the driver on the crossroad shall be a minimum of 10 feet plus the shoulder width of the major road but not less than 13 feet. Corner sight distance is to be measured from a 3.5-foot height at the location of the driver on the minor road to a 4.25-foot object height in the center of the approaching lane of the major road. If the major road has a median barrier, a 2-foot object height should be used to determine the median barrier set back. hi some cases the cost to obtain 7-1/2 seconds of comer sight distances may be excessive. High costs may be attributable to right of way acquisition, building removal, extensive excavation, or immitigable environmental impacts. In such cases a lesser value of comer sight distance, as described under the following headings, may be used. (b) Public Road Intersections (Refer to Topic 205V-At unsignalized public road intersections (see Index 405.7) corner sight distance values given in Table 405.1 A should be provided. At signalized intersections the values for corner sight distances given in Table 405.1 A should also be applied whenever possible. Even though traffic flows are designed to move at separate times, unanticipated vehicle conflicts can occur due to violation of signal, right turns on red, malfunction of the signal, or use of flashing red/yellow mode. Where restrictive conditions exist, similar to those listed in Index 405.1 (2)(a), the minimum value for corner sight distance at both signalized and unsignalized intersections shall be equal to the stopping sight distance as given in Table 201.1, measured as previously described. (c) Private Road Intersections (Refer to Index 205.2) and Rural Driveways (Refer to Index 205.4)~The minimum corner sight distance shall be equal to the stopping sight distance as given in Table 201.1, measured as previously described. (d) Urban Driveways (Refer to Index 205.3)- Corner sight distance requirements as described above are not applied to urban driveways. (3) Decision Sight Distance. At intersections where the State route turns or crosses another State route, the decision sight distance values given in Table 201.7 should be used. In computing and measuring decision sight distance, the 3.5-foot eve height and the 0.5-foot object height should be used, the object being located on the side of the intersection nearest the approaching driver. The application of the various sight distance requirements for the different types of intersections is summarized in Table 405.IB. (4) Acceleration Lanes for Turning Moves onto State Highways. At rural intersections, with stop control on the local cross road, acceleration lanes for left and right turns onto the State facility should be considered. At a minimum, the following features should be evaluated for both the major highway and the cross road: • divided versus undivided • number of lanes • design speed • gradient • lane, shoulder and median width • traffic volume and composition • turning volumes • horizontal curve radii • sight distance • proximity of adjacent intersections • types of adjacent intersections For additional information and guidance, refer to AASHTO, A Policy on Geometric Design of Highways and Streets, the Headquarters Traffic Liaison and the Design Coordinator. HIGHWAY DESIGN MANUAL 400-9 January 4,2007 Table 405.1 A Corner Sight Distance (7-1/2 Second Criteria) Design Speed (mph) 25 30 35 40 45 50 55 60 65 70 Corner Sight Distance (ft) 275 330 385 440 495 550 605 660 715 770 Table 405.1 B Application of Sight Distance Requirements Intersection Sight Distance Types Stopping Corner Decision Private Roads X Public Streets and X Roads Signalized X Intersections X1" X (2) State Route Inter- sections & Route Direction Changes, with or without Signals X (1) Using stopping sight distance between an eye height of 3.5 ft and an object height of 4.25 ft. See Index 405.1(2Xa) for setback requirements. (2) Apply coiner sight distance requirements at signalized intersections whenever possible due to unanticipated violations of the signals or malfunctions of the signals. See Index 405.1(2)(b). 405.2 Left-turn Channelization (1) General The purpose of a left-turn lane is to expedite the movement of through traffic, control the movement of turning traffic, increase the capacity of the intersection, and improve safety characteristics. The District Traffic Branch normally establishes the need for left-turn lanes. See "Guidelines for Reconstruction of Intersections," August 1985, published by the California Division of Transportation Operations. (2) Design Elements. (a) Lane Width - The lane width for both single and double left-turn lanes on State highways shall be 12 feet. Under certain circumstances (listed below), left- turn lane widths of 11 feet or as narrow as 10 feet may be used on RRR or other projects on existing State highways and on roads or streets under other jurisdictions when supported by an approved design exception pursuant to Index 82.2. When considering lane width reductions adjacent to curbed medians, refer to Index 303.5 for guidance on effective roadway width; which may vary depending on drivers' lateral positioning and shy distance from raised curbs. • On high speed rural highways or moderate speed suburban highways where width is restricted, the minimum width of single or dual left-turn lanes may be reduced to 11 feet. • In severely constrained situations on low to moderate speed urban highways where large trucks are not expected, the minimum width of single left-turn lanes may be reduced to 10 feet. When double left-turn lanes are warranted under these same circumstances the width of each lane shall be no less than 11 feet. This added width is needed to assure adequate clearance between turning vehicles. Melrose Speed LimitMelrose Speed LimitPresented by Presented by Residents of Rancho CarrilloResidents of Rancho Carrillo Our ConcernsOur Concerns1.1.The CityThe City’’s proposal has not s proposal has not taken into consideration taken into consideration ““roadside conditions not roadside conditions not readily apparent to the driver.readily apparent to the driver.”” Our ConcernsOur Concerns2.2.Community input regarding Community input regarding concerns for safety.concerns for safety. Our ConcernsOur Concerns3.3.Enforcement of traffic regulationsEnforcement of traffic regulations Our ConcernsOur Concerns4. The City4. The City’’s traffic volume s traffic volume projection indicates peak projection indicates peak volumes of 1390 vehicles per volumes of 1390 vehicles per hour through the intersection on hour through the intersection on Melrose in one direction in 2020. Melrose in one direction in 2020. Our ConcernsOur Concerns5.5.Based upon those projections, Based upon those projections, Melrose northbound at the Melrose northbound at the intersection is being built to intersection is being built to allow 2 left turn lanes, 4 allow 2 left turn lanes, 4 straight ahead lanes (an straight ahead lanes (an increase from the 3 lanes increase from the 3 lanes south of the intersection), a south of the intersection), a bike lane and a right turn lane.bike lane and a right turn lane. Our ConcernsOur Concerns6.6.North of the intersection with North of the intersection with Palomar Airport Road, at Palomar Airport Road, at LionsgateLionsgateAvenue, northbound Avenue, northbound Melrose again is reduced to 3 Melrose again is reduced to 3 lanes requiring the number 4 lanes requiring the number 4 lane to merge into the number lane to merge into the number 3 lane.3 lane. Our ConcernsOur Concerns7.7.Melrose northbound crests at Melrose northbound crests at Palomar Airport Road and Palomar Airport Road and drops off steeply on the north drops off steeply on the north side making the roadway, any side making the roadway, any cars or obstructions on it cars or obstructions on it NOT NOT VISIBLEVISIBLEto northbound drivers to northbound drivers until they are in the intersection. until they are in the intersection. Our ConcernsOur Concerns8.8.On Melrose north of Palomar On Melrose north of Palomar Airport Road, Airport Road, vehicles stopping vehicles stopping for backedfor backed--up traffic, slowing to up traffic, slowing to merge, or trying to avoid an merge, or trying to avoid an accident or a disabled vehicle, accident or a disabled vehicle, are not visible to northbound are not visible to northbound vehicles until they are too close vehicles until they are too close to have time to stop safely.to have time to stop safely. Our ConcernsOur Concerns9.9.At 55 MPH, CALTRANS states in At 55 MPH, CALTRANS states in Table 201.1 of the Highway Table 201.1 of the Highway Design Manual, that a passenger Design Manual, that a passenger vehicle would need 500 feet to vehicle would need 500 feet to stop in an emergency on a level stop in an emergency on a level roadway. roadway. A vehicle will need even more A vehicle will need even more distance to stop on a slope such distance to stop on a slope such as Melrose. as Melrose. Our ConcernsOur Concerns10.10.When a car is stopped at the light on When a car is stopped at the light on Melrose northbound, they cannot Melrose northbound, they cannot see a 4.25 foot tall object on the see a 4.25 foot tall object on the roadway 300 feet ahead. A moving roadway 300 feet ahead. A moving car approaching the intersection at car approaching the intersection at that point also cannot see an object that point also cannot see an object 300 feet ahead. At 40 MPH a driver 300 feet ahead. At 40 MPH a driver would need 300 feet to stop safely would need 300 feet to stop safely on a level roadway per CALTRANS on a level roadway per CALTRANS Table 201.1 of the Highway Design Table 201.1 of the Highway Design Manual. Manual. Our ConcernsOur Concerns11.11.There is also an up slope on There is also an up slope on Melrose just before getting to Melrose just before getting to Palomar Airport Road that acts as Palomar Airport Road that acts as a launch for vehicles going 55 a launch for vehicles going 55 MPH. MPH. Our ConcernsOur Concerns12.12.Section 8Section 8--03.3B of the California 03.3B of the California Traffic Regulations states that an Traffic Regulations states that an Engineering and Traffic Survey Engineering and Traffic Survey shall includeshall include““roadside roadside conditions not readily apparent to conditions not readily apparent to the driverthe driver””.. Our ConcernsOur Concerns13.13.An example of a similar situation An example of a similar situation where speed is reduced due to where speed is reduced due to congestion in the City of Carlsbadcongestion in the City of Carlsbad We propose that the speed limit on Melrose We propose that the speed limit on Melrose Drive northbound should be reduced to Drive northbound should be reduced to 45 45 MPHMPH450 feet south of the intersection with 450 feet south of the intersection with Palomar Airport Road and continuing to Palomar Airport Road and continuing to LionsgateLionsgateAvenue, and Avenue, and 45 MPH45 MPHfrom from LionsgateLionsgateAvenue to Palomar Airport Road Avenue to Palomar Airport Road southbound.southbound.Speed limit signs indicating 45 MPH should Speed limit signs indicating 45 MPH should be posted at the start of the speed zone as be posted at the start of the speed zone as well as well as 45 MPH Speed Zone Ahead45 MPH Speed Zone Aheadsigns signs 450 feet before the speed zone starts.450 feet before the speed zone starts.