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HomeMy WebLinkAbout2007-05-08; City Council; 18992; El Fuerte prima facie speed limit13 CITY OF CARLSBAD - AGENDA BILL AB# 18,992 MTG. 5/08/07 DEPT. ENG CONSIDERATION OF ESTABLISHING A PRIMA FACIE SPEED LIMIT AND ALL-WAY STOPS ON EL FUERTE STREET DEPT. HEAD T^T-^"" CITY ATTY. rf^- CITYMGR. "^^> RECOMMENDED ACTION: Introduce Ordinance No. NS-829 to establish a prima facie 45 mile per hour speed limit upon El Fuerte Street from Alga Road to its intersection with Palomar Airport Road. That the City Council discuss the establishment of all-way stops at four intersections on El Fuerte Street and provide direction to staff. ITEM EXPLANATION: On January 9, 2007, staff presented to the City Council the Traffic Safety Commission's recommendation to establish a 45 mile per hour prima facie speed limit upon El Fuerte Street from Alga Road to Palomar Airport Road. After considerable discussion and public input, the Council took no action and asked staff to return so that a discussion could take place regarding the possible establishment of all-way stops at four intersections. The four intersections are Unicornio Street, Cacatua Street, Chorlito Street, and Rancho Pancho. The recommendation for a 45 mile per hour prima facie speed limit was made by the Commission based upon the results of the Engineering and Traffic Survey. Police Department personnel and Engineering Department staff concur with the recommendation of the Traffic Safety Commission. An all-way stop warrant analysis for each of the four intersections has been completed and is attached to the April 23, 2007 memorandum to the City Manager. Warrants as contained in the California Manual on Uniform Traffic Control Devices for the evaluation of an all-way (multi-way) stop are not satisfied at the four intersections. Low traffic volumes and a good accident history that includes no reported intersection collisions results in warrants not being met (satisfied). Also addressed in the memorandum to the City Manager is a discussion of corner sight distance and stopping sight distance. To improve corner sight distance at several locations, and as discussed at the January 9, 2007 City Council meeting, staff sent letters to the Rancho Carrillo Master HOA and several private property owners asking that vegetation growing into the public right-of-way from their property be removed. The combination of low traffic volumes, good accident history, corner and stopping sight distance being addressed, previously installed pavement striping and intersection warning signs on El Fuerte Street, and warrants not being met for the establishment of an all-way stop at three of the four intersections indicates that stop signs on El Fuerte Street are not required at this time. However, limitations caused by the roadway curvature results in staff recommending that the City Council consider establishing an all-way stop at the Unicornio Street intersection. Should the City Council concur that an all-way stop be established at Unicornio Street, staff would return with an ordinance for Council's action. Staff will continue to monitor this segment of El Fuerte Street and should conditions change, a further examination of the need for one or more all-way stops could take place. The current version of the engineering and traffic survey is on file in the office of the City Traffic Engineer. FOR CITY CLERKS USE ONL Y. COUNCIL ACTION: APPROVED DENIED CONTINUED WITHDRAWN AMENDED D D D D D CONTINUED TO DATE SPECIFIC CONTINUED TO DATE UNKNOWN RETURNED TO STAFF OTHER - SEE MINUTES D D D D Page 2 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 ten speed limit signs upon El Fuerte Street will cost about $1,250. EXHIBITS: 1. Location Map - Proposed Speed Zone. 2. Location Map - Requested intersections for an all-way stop. 3. Ordinance No. NS-829 to establish a prima facie 45 mile per hour speed limit upon El Fuerte Street from Alga Road to its intersection with Palomar Airport Road. 4. Redline/strikeout version of Ordinance No. NS-829 to establish a prima facie 45 mile per hour speed limit upon El Fuerte Street from Alga Road to its intersection with Palomar Airport Road. 5. Memorandum to the City Manager dated April 23, 2007. DEPARTMENT CONTACT: Robert T. Johnson, Jr., (760) 602-2752, bjohn@ci.carlsbad.ca.us LOCATION MAP PROPOSED SPEED ZONE NOT TO SCALE PROJECT NAME PROPOSED SPEED ZONE EL FUERTE STREET EXHIBIT 1 DRAWN BY: SCOTT EVANS, CARLSBAD ENGINEERING DEPT, 1/19/06 C:\TKAFFIC\SPEED ZONES\SPEED ZONE-EL FUERTE STREET.DVG LOCATION MAP -JL_ NOT TO SCALE LEGEND: O REQUESTED INTERSECTION FOR ALL-WAY STOP PROJECT NAME EL FUERTE STREET REQUESTED STOP SIGN LOCATIONS EXHIBIT 2 DRAWN BY: SCOTT EVANS, CARLSBAD ENGINEERING DEPT. 4/23/07 C: \TRAFFIC\SPEED ZONES\SPEED ZONE-EL FUERTE STREET.DWG 1 ORDINANCE NO. NS-829 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 4 REVISION OF SECTION 10.44.220 TO ESTABLISH UPON ELFUERTE STREET A PRIMA FACIE 45 MILE PER HOUR 5 SPEED LIMIT FROM ALGA ROAD TO ITS INTERSECTION WITH PALOMAR AIRPORT ROAD. 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 10.44.220 to read as follows: 9 "10.44.220 El Fuerte Street. 10 (a) Upon El Fuerte Street from Corte De La Vista to its - intersection with Alga Road, the prima facie speed limit shall be thirty-five miles per hour. 12 (b) Upon El Fuerte Street from Alga Road to its intersection with Palomar Airport Road, the prima facie speed limit shall be forty-five miles per hour." 14 EFFECTIVE DATE: This ordinance shall be effective thirty (30) days after its adoption; and the City Clerk shall certify the adoption of this ordinance and cause it to be published at least once in a newspaper of general circulation in the City of Carlsbad within fifteen (15) days after its adoption.17 ///18 /// 19 ///20 ///21 /// 22 23 24 25 26 27 28 1 INTRODUCED AND FIRST READ at a regular meeting of the Carlsbad City Council on 2 the 8th day of May, 2007, and thereafter. 3 PASSED, APPROVED AND ADOPTED at a Regular Meeting of the City Council of the 4 City of Carlsbad on the day of, 2007, by the following vote to wit: 5 6 AYES: 7 NOES: 8 ABSENT: 9 ABSTAIN: 10 11 APPROVED AS TO FORM AND LEGALITY 12 13 RONALD R. BALL, City Attorney 15 16 CLAUDE A LEWIS, Mayor 17 18 ATTEST: 19 20 LORRAINE M. WOOD, City Clerk 21 (SEAL) 22" 23 24 25 26 27 28 1 21| ORDINANCE NO. 11 3 || AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF CARLSBAD, CALIFORNIA, AMENDING TITLE 10, CHAPTER 4 || 10.44, OF THE CARLSBAD MUNICIPAL CODE BY THE REVISION OF SECTION 10.44.220 TO ESTABLISH UPON 5 || EL FUERTE STREET A PRIMA FACIE 45 MILE PER HOUR SPEED LIMIT FROM ALGA ROAD TO ITS INTERSECTION WITH 6 PALOMAR AIRPORT ROAD. 7 The City Council of the City of Carlsbad, California, hereby ordains as follows: 8 SECTION 1: That Title 10, Chapter 10.44, of the Carlsbad Municipal Code is amended 9 by the revision of Section 10.44.220 to read as follows: 10 "10.44.220 El Fuerte Street. (a) Upon El Fuerte Street from Corte De La Vista to its intersection with Alga Road, the prima facie speed limit shall be 12 ii thirty-five miles per hour. 13 (b) Upon El Fuerte Street from Alga Road to its intersection with Palomar Airport Road, the prima facie speed limit shall be 14 forty-five miles per hour." 15 EFFECTIVE DATE: This ordinance shall be effective thirty (30) days after its adoption; and 16 the City Clerk shall certify the adoption of this ordinance and cause it to be published at least once in 17 a newspaper of general circulation in the City of Carlsbad within fifteen (15) days after its adoption. 18 '" 19 /// 20 /// 21 /// 22 /// 23 /// 24 /// 25 /// 26 /// 27 /// 28 ii 1 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 day of , 2007, and thereafter PASSED AND ADOPTED at a Regular Meeting of the City Council of the City of Carlsbad, California, on the day of , 2007, by the following vote, to wit: AYES: NOES: ABSENT: APPROVED AS TO FORM AND LEGALITY: RONALD R. BALL, City Attorney CLAUDE A. LEWIS, Mayor ATTEST: LORRAINE M. WOOD, City Clerk (SEAL) 5" April 23, 2007 TO: CITY MANAGER FROM: Acting City Engineer EL FUERTE STREET Background At their meeting on January 9, 2007, the City Council discussed the Traffic Safety Commission recommendation to establish a prima facie 45 mile per hour speed limit upon El Fuerte Street from Alga Road to Palomar Airport Road. The Commission provided their recommendation based upon the results of the Engineering and Traffic Survey. The Council continued the matter to allow a discussion of establishing all-way stops at four intersections on El Fuerte Street as indicated on Exhibit 1 to take place concurrently with the speed limit determination. The four intersections under consideration are: • Unicornio Street (4-leg intersection) • Cacatua Street (4-leg intersection) • Chorlito Street (3-leg T-intersection) • Rancho Pancho (3-leg T-intersection) Each side street at the four intersections is controlled with a stop sign, including a limit line and stop pavement legend. The four all-way stop locations were requested by residents living near El Fuerte Street for speed control and perceived safety reasons. A number of issues require examination when considering the installation of an all-way stop as there can be negative consequences associated with the indiscriminant use of all-way stops, as discussed below. General Initiating improvements to a roadway with a construction project or by the installation of traffic control devices is an attempt to mitigate some type of deficiency. Developing and evaluating various alternative strategies necessitates the need to define the characteristics of the deficiency. The magnitude of the solution must address the significance of the problem. Where they exist, deficiencies in the roadway system generally fall in three categories; operational, geometric, and/or safety. Operational deficiencies would be addressed with traffic control. Geometric considerations addresses access control, intersection spacing, and road alignment (design) and safety addresses the collision history and primary collision factors. When there are strategies identified to address a deficiency, advantages and disadvantages of each must be considered, including the safety consequences. To evaluate safety concerns, potential mitigation strategies must first include identification of the problem, followed by an analysis of the need to install traffic control devices, ways to eliminate the cause of the deficiency, roadway re-design, etc. The portion of El Fuerte Street from Alga Road to Chorlito Street has been used by drivers for more than twenty years. The extension of El Fuerte Street to Rancho Pancho occurred six years ago and in the past two years, El Fuerte Street was extended to Palomar Airport Road. <\ April 23, 2007 EL FUERTE STREET Page 2 The roadway geometry at the four study intersections is fixed and a reconstruction or realignment of El Fuerte Street is not considered feasible. As a result, solutions to this particular situation must be tailored around existing conditions. Engineering judgment and flexibility, combined with appropriate design standards and use of proper traffic control devices, governs the determination of the mitigation in this case. The Foreword to the Caltrans Highway Design Manual states, "Many of the instructions given herein are subject to amendment as conditions and experience seem to warrant. Special situations may call for variation from policies and procedures " The standards in the Caltrans Highway Design Manual "...generally conform to the standards and policies set forth in the AASHTO publications,...." The American Association of State Highway and Transportation Officials (AASHTO) "A Policy on Geometric Design of Highways and Streets" (2001) states in the Foreword, "The fact that new design values are presented herein does not imply that existing streets and highways are unsafe, nor does it mandate the initiation of improvement projects." It further states, "Specific site investigations and crash history analysis often indicate that the existing design features are performing in a satisfactory manner." Also mentioned in the Foreword is that, "The intent of this policy is to provide guidance to the designer by referencing a recommended range of values for critical dimensions. It is not intended to be a detailed design manual that could supersede the need for application of sound principles by the knowledgeable design professional. Sufficient flexibility is permitted to encourage independent designs tailored to particular situations." In order to achieve a safe roadway system, conditions on existing roads are evaluated, taking into account a number of factors not available at the time of original roadway design. These factors include traffic patterns that have been established over time, traffic volumes using the road, accident history, the existing environment around the subject location, driver familiarity, and the presence of roadway markings and signs, among others. Riqht-of-Wav Assignment A stop sign is an official traffic control device that carries the full effect of the law. The purpose of a stop sign is to assign right-of-way at an intersection. If not effective in this application, it is of little value. Properly used, stop signs can enhance safety and it is essential that driver compliance be achieved. Stop sign locations that do not meet the minimum warrants as contained in the California Manual on Uniform Traffic Control Devices (which are based upon nationally adopted standards) may result in lower driver compliance. The Federal Highway Administration's 1983 Traffic Control Devices Handbook states that "The most effective traffic control is that which is the least restrictive while still accomplishing the intended purpose." When drivers disrespect stop signs because they believe that the sign is a nuisance or unnecessary impediment to travel, and that a restrictive condition exists inappropriately based upon roadway conditions, they have a tendency to disregard the stop sign. Rolling through or running unwarranted stop signs often is the result. April 23, 2007 EL FUERTE STREET PageS A primary factor in the evaluation of need for an all-way stop is the traffic volume entering the intersection from all approaches. It is preferable to have volumes that are nearly equal to justify stopping traffic on the major street. Generally, when traffic volumes are approximately equal on each leg of the intersection, the highest compliance levels are achieved at an all-way stop. Based upon the traffic counts obtained on El Fuerte Street, and a review of the attached volume tables (Tables A through D) for each of the four intersections, it is evident that a volume imbalance exists. Traffic volumes are significantly higher on El Fuerte Street than for the side roads at each of the four intersections. A summary of the 24-hour entering volumes is provided below in Table 1. TABLE 1 24-HOUR ENTERING TRAFFIC VOLUMES COUNT DATE: SEPTEMBER 26, 2006 EL FUERTE STREET N/B 1,668 S/B 1,346 UN1CORNIO STREET E/B 577 W/B 1,039 COUNT DATE: SEPTEMBER 26, 2006 EL FUERTE STREET N/B 1,224 S/B 1,321 CACATUA STREET E/B 111 W/B 160 COUNT DATE: SEPTEMBER 28, 2006 EL FUERTE STREET N/B 1,315 S/B 1,318 CHORLITQ STREET E/B — W/B 84 COUNT DATE: SEPTEMBER 28, 2006 EL FUERTE STREET N/B 1,187 S/B 1,598 RANCHO PANCHO E/B — W/B 296 Speed Control Stop signs are often requested by the public in their belief that the signs will slow vehicle speeds. Although the driver is legally required to slow and then stop when approaching a stop sign, beyond several hundred feet of the stop sign speeds are unaffected. The inconvenience of stopping or slowing for a stop sign, especially if it is unwarranted, can and does result in encouraging some drivers to increase their speed between stop signs to make up for the lost time and the delay caused by stopping at each intersection. In such cases, observed vehicle speeds may actually increase. April 23, 2007 EL FUERTE STREET Page 4 The most commonly accepted measure of intersection safety is the accident rate based upon the number of accidents relative to a specified time period and the number of vehicles entering the intersection. No reported collisions have been reported at any of the four subject intersections. The misconception by the public is that stop signs always reduce accidents. Studies have shown that this is not always the case. All-way stops placed at intersections of unequal volumes violates driver expectations. Improper actions can result and increase the safety risk at the intersection. Rear-end accidents are likely to occur when traffic volumes on the major street are impeded. An intersection with an accident history must be examined to determine if mitigation measures are necessary. The accident warrant for considering an all-way stop is five accidents within a 12-month period of the type susceptible to correction by the all-way stop. The absence of reported accidents at each of the four intersections on El Fuerte Street results in the all-way stop accident warrant not being satisfied. Environmental Considerations Numerous studies have documented the deleterious effects of stopping and idling on increased automobile exhaust and its effect on the environment. All-way stops result in additional emissions of carbon monoxide, hydrocarbons, and oxides of nitrogen. Any increase in vehicle emissions for whatever reason can be assumed to be environmentally detrimental. Vehicle braking and acceleration results in additional community noise due to tire noise and engine noise. An all-way stop increases the time that vehicles are stopped and waiting at a particular location. This additional time will result in nearby residents experiencing increases in traffic noise. Other Considerations Vehicle operating costs increase as a result of unnecessary stopping and idling as compared to maintaining the initial speed. Increases in costs are associated with wasted fuel, tires, engine oil, and maintenance. Additional fuel is consumed in the process of slowing, stopping, idling, and accelerating at an all-way stop. Studies have shown total fuel consumption of many vehicles waiting at an all-way stop is not to be considered inconsequential. Establishing all-way stop intersections where unequal traffic volumes exist on each leg changes an intersection that formerly had virtually no vehicles present to one with vehicles queued at the stop sign. Thus, congestion is increased and a vehicle is present at the intersection for a longer period of time. Excessive restrictions to the driver and unnecessary delay should be examined when considering all-way stops. El Fuerte Street Requested Stop Sign Locations When evaluating stop sign requests, both quantitative engineering factors and engineering judgment must be applied to the analysis. Staff conducted an all-way stop warrant analysis for each of the subject four intersections. None of the intersections met warrants for an all-way stop (warrant worksheets attached). Warrants are not met for several reasons, including low volumes on El Fuerte Street and the side streets, adequate vehicle gaps on El Fuerte Street for the turn movement from the side street, minimal delay, and the absence of a collision history. Since each intersection has its own physical characteristics, each location is evaluated individually considering all factors present. l> April 23, 2007 EL FUERTE STREET PageS Sight Distance There are unique aspects at street corners in Carlsbad where all of the typical infrastructure of urban living are present, such as trees, shrubs, other vegetation, decorative walls, mailboxes, utility boxes, etc. When complaints of view obstructions are received, every attempt is made to remove the obstacle or to implement corrective measures to achieve corner sight distance. A driver on the side road, when stopped, should have a line of sight to view the approaching vehicle on the major road. This allows the driver to perform the crossing, left-turn or right-turn maneuvers from the side road without the need for the driver on the major road to significantly change speeds or otherwise take evasive action to avoid the vehicle entering the roadway. Corner sight distance requirements are provided in the Caltrans Highway Design Manual and the City of Carlsbad Engineering Standards. The values provided by Caltrans are based upon providing 7-1/2 seconds for the side street driver to enter the roadway and complete the turn maneuver while the approaching vehicle maintains the assumed speed on the major road. In the case of El Fuerte Street, this speed is assumed to be 45 miles per hour. In accordance with the City of Carlsbad Engineering Standards, the side street driver setback is assumed to be 10 feet from the prolongation of the curbline. At this position, driver corner sight distance is measured. At some locations in Carlsbad, corner sight distance is not achieved for a number of reasons that exist in the urban environment. The Caltrans Highway Design Manual recognizes this fact and provides in Index 405.1 (2)(a), "In some cases the cost to obtain 7-1/2 seconds of corner sight distances may be excessive. High costs may be attributable to right of way acquisition, building removal, extensive excavation, or unmitigable environmental impacts. In such cases a lesser value of corner sight distance, as described under the following heading, may be used." The heading Caltrans referred to, Index 405.1(2)(b) states, "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." The combined width of the bicycle lane and parking lane adjacent to the curb and gutter on El Fuerte Street provides the ability for the side street driver, without encroaching into the traveled way, to move forward several feet from the assumed 10-foot driver position for corner sight distance to view approaching vehicles. As a result, corner sight distance can be achieved in some cases without the need for stop control at the intersection. Drivers are required by law to stop at the painted limit line on the pavement where a stop sign is provided. Upon legally stopping, it is recognized that drivers will move forward to achieve the necessary sight distance before entering the roadway. This allows for corner sight distance to be viewed from several locations, including the drivers position at the limit line, at a position 10 feet behind the curb, and from the location of moving forward to obtain a view of approaching vehicles. The courts have acknowledged that a reasonable and prudent driver will move their vehicle forward to a position to give the best view of the major street without interfering with traffic thereon and this has been held to be "practical" under California law. April 23, 2007 EL FUERTE STREET Page 6 California Vehicle Code (CVC) section 21804 requires the driver of the side street vehicle to not enter the crossroad if an approaching vehicle is so close as to constitute a hazard. CVC 21804 states: (a) The driver of any vehicle about to enter or cross a highway from any public or private property, or from an alley, shall yield the right-of-way to all traffic, as defined in Section 620, approaching on the highway close enough to constitute an immediate hazard, and shall continue to yield the right-of-way to that traffic until he or she can proceed with reasonable safety. (b) A driver having yielded as prescribed in subdivision (a) may proceed to enter or cross the highway, and the drivers of all other vehicles approaching on the highway shall yield the right-of-way to the vehicle entering or crossing the intersection. Section 620 of the Vehicle Code states 'The term "traffic" includes pedestrians, ridden animals, vehicles, street cars, and other conveyances, either singly or together, while using any highway for purposes of travel." At the January 9, 2007 City Council meeting, there was discussion about view obstructions interfering with corner sight distance at several intersections. Staff informed the City Council the intention to send letters to property owners and request the abatement of view obstructions due to vegetation. Letters have been sent to two property owners near Chorlito Street to remove vegetation growing from their property that is encroaching into the public right-of-way and restricting corner sight distance. Both property owners have indicated to staff an unwillingness to remove the vegetation growing from their properties. A letter was also sent to the Master HOA for Rancho Carrillo to remove vegetation at the Rancho Pancho intersection. At other locations where vegetation was growing in the public right-of-way, it has been removed by City crews. Upon removal of the vegetation, corner sight distance can be achieved as discussed above. For the Unicornio Street intersection, the horizontal curvature of El Fuerte Street and the location of landscaping on private property makes it impracticable to remove vegetation to achieve corner sight distance. The minimum stopping sight distance is not achieved when the driver stops at the limit line and moves forward several feet to view traffic on El Fuerte Street. The other three intersections achieve corner sight distance or stopping sight distance currently, or will have, upon removal of vegetation by the private property owners. In 2006, official traffic control devices in the form of striping and signing were added to El Fuerte Street between Alga Road and Rancho Pancho. The road was striped as a two-lane road with left-turn lanes provided at the intersections. Additionally, the striping configuration included a parking lane and bicycle lane on both sides of the roadway. Side road warning signs were also added on El Fuerte Street in advance of the intersections not readily visible to notify drivers that are traveling on El Fuerte Street of the pending intersections. April 23, 2007 EL FUERTE STREET Page 7 Conclusion and Recommendations Warrants are not met for an all-way stop at the four intersections under consideration, although volumes at Unicornio Street are nearest to the minimum threshold required. The evaluation of the accident history, corner and stopping sight distance, nature of the traffic upon El Fuerte Street (local traffic rather than regional traffic), and the imbalance between El Fuerte Street traffic volumes and side street traffic volumes all factor into staff's recommendation to not support the request for establishment of all-way stops at Cacatua Street, Chorlito Street, and Rancho Pancho. However, an all-way stop is recommended to be established at the Unicornio Street intersection. ROBERT T. JOHNSON, JR., P.E. Acting City Engineer RTJ:jd Attachment c: City Attorney Assistant City Manager Public Works Director LOCATION MAP NOT JO SCALE LEGEND: O REQUESTED INTERSECTION FOR ALL-WAY STOP PROJECT NAME EL FUERTE STREET REQUESTED STOP SIGN LOCATIONS EXHIBIT 1 DRAWN BY: SCOTT EVANS, CARLSBAD ENGINEERING DEPT. 4/23/07 C:\1RAmC\SPEED ZONES\SPEED ZONE-EL FVER7E STKEET.DWG TABLE A INTERSECTION APPROACH COUNTS UNICORNIO STREET/ EL FUERTE STREET SEPTEMBER 26, 2006 TIME 0000-0100 0100-0200 0200-0300 0300-0400 0400-0500 0500-0600 0600-0700 0700-0800 0800-0900 0900-1000 1000-1100 1100-1200 1200-1300 1300-1400 1400-1500 1500-1600 1600-1700 1700-1800 1800-1900 1900-2000 2000-2100 2100-2200 2200-2300 2300-2400 TOTAL DIRECTION N/B 4 3 5 3 1 6 37 107 150 93 82 103 89 117 138 131 125 139 114 72 60 52 20 17 1,668 S/B 4 0 2 1 0 9 34 74 96 61 74 76 86 72 90 87 122 189 99 63 51 26 17 13 1,346 E/B 2 1 2 1 6 13 31 52 87 34 29 36 28 29 56 46 16 29 29 21 12 7 5 5 577 W/B 2 0 1 2 11 13 79 133 125 84 56 60 51 50 68 64 51 72 35 26 23 21 8 4 1,039 SUBTOTAL 12 4 10 7 18 41 181 366 458 272 241 275 254 268 352 328 314 429 277 182 146 106 50 39 4,630 TABLE B INTERSECTION APPROACH COUNTS CACATUA STREET/ EL FUERTE STREET SEPTEMBER 26, 2006 TIME 0000-0100 0100-0200 0200-0300 0300-0400 0400-0500 0500-0600 0600-0700 0700-0800 0800-0900 0900-1000 1000-1100 1100-1200 1200-1300 1300-1400 1400-1500 1500-1600 1600-1700 1700-1800 1800-1900 1900-2000 2000-2100 2100-2200 2200-2300 2300-2400 TOTAL DIRECTION N/B 3 2 3 2 3 14 51 157 160 82 72 81 68 82 87 85 47 75 63 34 23 16 8 6 1,224 S/B 4 0 1 1 0 8 30 66 84 58 66 69 88 71 86 85 117 199 101 73 54 27 19 14 1,321 E/B 0 0 0 1 0 1 3 13 16 8 9 7 4 2 12 10 8 5 7 4 0 0 0 1 111 W/B 0 0 0 0 0 3 7 19 17 9 8 13 8 17 11 9 11 7 14 3 2 1 0 1 160 SUBTOTAL 7 2 4 4 3 26 91 255 277 157 155 170 168 172 196 189 183 286 185 114 79 44 27 22 2,816 TABLE C INTERSECTION APPROACH COUNTS CHORLITO STREET/ EL FUERTE STREET SEPTEMBER 28, 2006 TIME 0000-0100 0100-0200 0200-0300 0300-0400 0400-0500 0500-0600 0600-0700 0700-0800 0800-0900 0900-1000 1000-1100 1100-1200 1200-1300 1300-1400 1400-1500 1500-1600 1600-1700 1700-1800 1800-1900 1900-2000 2000-2100 2100-2200 2200-2300 2300-2400 TOTAL DIRECTION N/B 5 3 5 0 3 19 70 169 151 111 73 72 68 83 90 89 79 62 65 43 20 25 2 8 1,315 S/B 4 3 2 0 0 7 34 60 63 70 50 78 90 79 79 99 145 166 99 83 47 L 36 11 13 1,318 W/B 0 0 0 0 1 2 4 4 6 7 9 6 8 8 6 5 11 0 6 1 0 0 0 0 84 SUBTOTAL 9 6 7 0 4 28 108 233 220 188 132 156 166 170 175 193 235 228 170 127 67 61 13 21 2,717 TABLE D INTERSECTION APPROACH COUNTS RANCHO PANCHO / EL FUERTE STREET SEPTEMBER 28, 2006 TIME 0000-0100 0100-0200 0200-0300 0300-0400 0400-0500 0500-0600 0600-0700 0700-0800 0800-0900 0900-1000 1000-1100 1100-1200 1200-1300 1300-1400 1400-1500 1500-1600 1600-1700 1700-1800 1800-1900 1 900-2000 2000-2100 2100-2200 2200-2300 2300-2400 TOTAL DIRECTION N/B 3 2 2 1 3 17 55 176 158 87 71 71 66 79 78 79 41 72 57 28 19 12 5 5 1,187 S/B 5 0 2 1 0 7 26 70 94 74 73 87 95 87 105 122 157 236 125 88 66 34 25 19 1,598 W/B 0 0 0 0 4 6 17 30 32 22 16 17 23 25 18 22 14 12 15 9 6 3 3 2 296 SUBTOTAL 8 2 4 2 7 30 98 276 284 183 160 175 184 191 201 223 212 320 197 125 91 49 33 26 3,081 California MUTCD (FHWA's MUTCD 2003 Revision 1, as amended for use in California) MULT1WAY STOP CRITERIA Transportation Division, Public Works Department City of Carlsbad CALC JLM DATE CHK DATE Major St: Minor St: El Fuerte Street Unicomio Street Critical Approach Speed Critical Approach Speed Critical speed of major street traffic > 40mph £3 RURAL (R) Otherwise Q URBAN <U) 1/10/07 47 mph mph Criteria A - Interim Traffic Control Measure SATISFIED YESQ NO| Where traffic control signals are justified, the MULTIWAY STOP is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. Criteria B - Accident Experience SATISFIED YESD NO | A crash problem, as indicated by 5 or more reported crashes within a 12-month period that are susceptible to correction by a MULTIWAY STOP installation. Such crashes include right-turn and left- turn collisions as well as right-angle collisions. GriteHa g- (All Parts C.1, C.2a and C.2b below must be satisfied) C.1 Major Street Vehicular Volume SATISFIED Yes YESQ NO] NoD Both Approaches Major Street U 300 R 210 0700 0800 181 0800 0900 246 1100 1200 179 1400 1500 228 1500 1600 218 1600 1700 247 1700 1800 328 1800 1900 213 C.2 a. Minor Street Vehicular, Pedestrian & Bicycle Volume b. Minor Street Vehicle Delay Hour Average^ 230.00 Both Approaches Minor Street U 200 R 140 0700 0800 185 0800 0900 212 1100 1200 96 1400 1500 124 1500 1600 110 1600 1700 67 1700 1800 101 1800 1900 64 Yes D No | Hour Average= 119.88 YesD NoD Peak Hour Peak Hour Volume Minimum Delay Requirement, seconds per vehicle 30 (Urban), 21 (Rural) Average Delay, seconds per vehicle Criteria O - Combination of Criteria SATISFIED YESD NO | REQUIREMENT THREE CRITERIA SATISFIED 80% CRITERIA B. Four or more reported crashes within a 12-month period. C. 1 . Major Street Volume of at least 240 vehicles per nour C.2a. Minor Street Volume of at least 160 units per hour C.2b. Minor Street Average Delay of at least 24 seconds per vehicle FULFILLED Yes D No £3 YesQ Noj><3 Yes D No i3 Yes D No M California MUTCD (FHWA's MUTCD 2003 Revision 1, as amended for use in California) MULTIWAY STOP CRITERIA Transportation Division, Public Works Department City of Carlsbad Major St: El Fuerte Street Minor Si: Cacatua Street CALC JLM DATE CHK DATE Critical Approach Speed Critical Approach Speed IAI KUKAL (K)D URRAW /in 1/10/07 47 mph mph Criteria A -Interim Traffic Control Measure SATISFIED YESQ NO I Where traffic control signals are justified, the MULTIWAY STOP is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. Criteria B - Accident Experience SATISFIED YESQ NO] A crash problem, as indicated by 5 or more reported crashes within a 12-month period that are susceptible to correction by a MULTIWAY STOP installation. Such crashes include right-turn and left- turn collisions as well as right-angle collisions. - Minimmft Traffic; Volumes (All Parts C.1, C.2a and C.2b below must be satisfied) C. 1 Major Street Vehicular Volume SATISFIED YES YesD No Hour NO EH Both Approaches Major Street U 300 R 210 0700 0800 223 0800 0900 244 1300 1400 153 1400 1500 173 1500 1600 170 1600 1700 164 1700 1800 274 1800 1900 164 Average= 195.63 C.2 a. Minor Street Vehicular, Pedestrian & Bicycle Volume Yes D No | Both Approaches Minor Street U 200 R 140 0700 0800 32 0800 0900 33 1300 1400 19 1400 1500 23 1500 1600 19 1600 1700 19 1700 1800 12 1800 1900 21 Hour Average= 22.25 b. Minor Street Vehicle Delay Yes Nod Peak Hour Peak Hour Volume Minimum Delay Requirement, seconds per vehicle 30 (Urban), 21 (Rural) Average Delay, seconds per vehicle Criteria D - Combination of Criteria SATISFIED YESd NO | REQUIREMENT THREE CRITERIA SATISFIED 80% CRITERIA B. Four or more reported crashes within a 12-month period. C. 1 . Major Street Volume of at least 240 vehicles per hour C.2a. Minor Street Volume of at least 160 units per hour C.2b. Minor Street Average Delay of at least 24 seconds per vehicle FULFILLED YesD YesD YesD YesQ No £3 NolEI Nog! NoCE3 California MUTCD (FHWA's MUTCD 2003 Revision ], as amended for use in California) MULTIWAY STOP CRITERIA Transportation Division, Public Works Department City of Carlsbad CALC JLM DATE CHK DATE Major St: El Fuerte Street Minor St: Chorlito Street Critical Approach Speed Critical Approach Speed Critical speed of major street traffic > 40mph £3 RURAL (R) Otherwise Q URBAN<U) 1/10/07 53 mph mph Criteria A - Interim Traffic Control Measure SATISFIED YESD NO[ Where traffic control signals are justified, the MULTIWAY STOP is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. Criteria B -Accident Experience SATISFIED YESC3 A crash problem, as indicated by 5 or more reported crashes within a 12-month period that are susceptible to correction by a MULTIWAY STOP installation. Such crashes include right-turn and left- turn collisions as well as right-angle collisions. Criteria £ - Minimum Ttaffiic ^Mrties: ; (All Parts C.1, C.2a and C.2b below must be satisfied) C.1 Major Street Vehicular Volume SATISFIED YES 0 NO IEI Yes D No [3 Both Approaches Major Street U 300 R 210 0700 0800 229 0800 0900 214 0900 1000 181 1300 1400 162 1400 1500 169 1500 1600 188 1600 1700 224 1700 1800 228 Hour Average= 199.38 C.2 a. Minor Street Vehicular, Pedestrian & Bicycle Volume Yes No EX] Both Approaches Minor Street U 200 R 140 0700 0800 4 0800 0900 6 0900 1000 7 1300 1400 8 1400 1500 6 1500 1600 5 1600 1700 11 1700 1800 0 Hour Average= 5.88 b. Minor Street Vehicle Delay YesD Peak Hour Peak Hour Volume Minimum Delay Requirement, seconds per vehicle 30 (Urban), 21 (Rural) Average Delay, seconds per vehicle Criteria D -Combination of Criteria SATISFIED YESQ NO | REQUIREMENT THREE CRITERIA SATISFIED 80% CRITERIA B. Four or more reported crashes within a 12-month period. C, 1 , Major Street Volume of at least 240 vehicles per hour C.2a. Minor Street Volume of at least 160 units per hour C.2b. Minor Street Average Delay of at least 24 seconds per vehicle FULFILLED YesD YesD YesQ YesD Nog] No IS NoJ3 NoS California MUTCD (FHWA's MUTCD 2003 Revision 1, as amended for use in California) MULTIWAY STOP CRITERIA Transportation Division, Public Works Department City of Carlsbad Major St: El Puerto Street Minor St: Rancho Pancho Critical speed of major street traffic > 40mph CALC JLM DATE CHK DATE Critical Approach Speed Critical Approach Speed IAJ KUKAL (KJ DURBAN MI* 1/10/07 53 mph mph Criteria A - Interim Traffic Control Measure SATISFIED YESD NO | Where traffic control signals are justified, the MULTIWAY STOP is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. Criteria B - Accident Experience SATISFIED YESD NO | A crash problem, as indicated by 5 or more reported crashes within a 12-month period that are susceptible to correction by a MULTIWAY STOP installation. Such crashes include right-turn and left- turn collisions as well as right-angle collisions. Criteria C - Minimum Traffic Volumes (All Parts C.1, C.2a and C.2b below must be satisfied) C.1 Major Street Vehicular Volume SATISFIED Yes I NO I Both Approaches Major Street U 300 R 210 0700 0800 246 0800 0900 252 1300 1400 166 1400 1500 183 1500 1600 201 1600 1700 198 1700 1800 308 1800 1900 182 YES L 3 NoD Hour Average= 217.00 C.2 a. Minor Street Vehicular, Pedestrian & Bicycle Volume Both Approaches Minor Street U 200 R 140 0700 0800 30 0800 0900 32 1300 1400 25 1400 1500 18 1500 1600 22 1600 1700 14 1700 1800 12 1800 1900 15 Yes D No Kl Hour Average=21.00 b. Minor Street Vehicle Delay YesD NoD N/A| Peak Hour 7:30am-8:30am Peak Hour Volume 24 vehicles Minimum Delay Requirement, seconds per vehicle 30 (Urban), 21 (Rural) Average Delay, seconds per vehicle 0 seconds Criteria D - Combination of Criteria SATISFIED YESD NO | REQUIREMENT THREE CRITERIA SATISFIED 80% CRITERIA B. Four or more reported crashes within a 12-month period. C.1 . Major Street Volume of at least 240 vehicles per hour C.2a. Minor Street Volume of at least 160 units per hour C.2b. Minor Street Average Delay of at least 24 seconds per vehicle FULFILLED YesD YesD YesD YesD NolEI NoKI NolEl No[X] EL FUERTE STREETØProposed Speed ZoneØRequest to Establish Four All-Way StopsØProposed Speed ZoneØRequest to Establish Four All-Way StopsMay 8, 2007May 8, 2007 PROPOSED SPEED ZONEPROPOSED SPEED ZONEELEL FUERTEFUERTE S T R E E TSTREET PALOMAR AIRPORT RD.PALOMAR AIRPORT RD.GATEWAY RD.GATEWAY RD.BRESSI RANCH WY.BRESSI RANCH WY.GREENHAVEN DR.GREENHAVEN DR.POINSETTIA LN.POINSETTIA LN.RANCHO PANCHORANCHO PANCHOCHORLITO ST.CHORLITO ST.CACATUA ST.CACATUA ST.UNICORNIO ST.UNICORNIO ST.ALGA RD.ALGA RD. Northbound El Fuerte Street south of Unicornio Street Northbound El Fuerte Street south of Cacatua Street Northbound El Fuerte Street south of Chorlito Street Southbound El Fuerte Street north of Chorlito Street Northbound El Fuerte Street south of Rancho Pancho Northbound El Fuerte Street south of Poinsettia Lane Northbound El Fuerte Street north of Poinsettia Lane Northbound El Fuerte Street south of Bressi Ranch Way Northbound El Fuerte Street south of Gateway Road Northbound El Fuerte Street south of Palomar Airport Road El Fuerte StreetÑSpeed limit discussed January 9, 2007ÑTraffic Safety Commission recommended 45 MPH prima facie speed limitÑResults of the Engineering and Traffic Survey in compliance with the California Vehicle CodeÑOrdinance No. NS-829 provided for Introduction All-Way (Multiway) StopsÑUnicornio StreetÑCacatua StreetÑChorlito StreetÑRancho Pancho ELELFUERTEFUERTE STREETSTREET PALOMAR AIRPORT RD.PALOMAR AIRPORT RD.GATEWAY RD.GATEWAY RD.BRESSI RANCH WY.BRESSI RANCH WY.GREENHAVEN DR.GREENHAVEN DR.POINSETTIA LN.POINSETTIA LN.RANCHO PANCHORANCHO PANCHOCHORLITO ST.CHORLITO ST.CACATUA ST.CACATUA ST.UNICORNIO ST.UNICORNIO ST.ALGA RD.ALGA RD.Requested All-WayStops Purpose of Stop SignÑOfficial traffic control deviceÑUsed to assign right-of-way Stop Sign EvaluationÑBased upon MUTCD as amended for use in CaliforniaÑCriteria●Volumes●Accident history●Delay VolumeÑVolumes should be equal on all legsÑHighest compliance achieved when volumes equal Volumes – MUTCD AnalysisÑMajor street both approaches 210 VPH for any eight hoursÑMinor street both approaches 140 VPH for same eight hours Volume WarrantINTERSECTIONAVE. MAJOR STREETAVE. MINOR STREETWARRANT SATISFIEDUnicornio St.230120NOCacatua St.19622NOChorlito St.1996NORancho Pancho21721NO EL FU ERTE STREETEL FU ERTE S TR EETEL FU ER TE STREETUNICORNIO STREETUNICORNIO STREET1,3461,3465775771,0391,0391,6681,66824-Hour Intersection Approach Counts – 9/26/06N EL FUERTE STREETEL FUERTE STREETEL FUERTE STREETCACATUA STREETCACATUA STREET1,3211,3211111111601601,2241,22424-Hour Intersection Approach Counts – 9/26/06N 24-Hour Intersection Approach Counts – 9/28/06 E L F U E R T E S T R E E T E L F U E R T E S T R E E T E L F U E R T E S T R E E TCHORLITO STREETCHORLITO STREET1,3181,31884841,3151,315N EL FUERTE STREETEL FUERTE STREETEL FUERTE STREETRANCHO PANCHORANCHO PANCHO1,5981,5982962961,1871,18724-Hour Intersection Approach Counts – 9/28/06N Accident History –MUTCD AnalysisÑUnicornio StreetÑCacatua StreetÑChorlito StreetÑRancho PanchoNoneNoneNoneNoneINTERSECTIONLAST 12 MONTHS DELAY – MUTCD AnalysisÑMinimal due to low volumes Corner Sight DistanceÑProvides side street driver ability to enter roadway without conflictÑCaltrans criteria for 45 MPH is 495 feet Corner Sight DistanceÑMay not be achieved in all cases in urban environmentÑTrees, vegetation, walls, utility vaults, buildingsÑVegetation removal may help increase corner sight distance Chorlito Street looking North Rancho Pancho looking South Driver Setback at IntersectionÑRequired to stop at painted limit lineÑCourts acknowledge reasonable drivers move forward to achieve best view without interfering with trafficÑCorner sight distance determined at several locations Stopping Sight Distance (S.S.D.)ÑProvides driver view of object in roadwayÑValue used in restrictive conditions at intersectionÑ45 MPH S.S.D. is 360 feet Sight Distance Achieved?LEGDIRECTIONCORNERSTOPPINGEastSouthYesNoEastNorthNoNo (within 10 ft.)WestSouthNoNoWestNorthNoNo (within 10 ft.)UNICORNIO STREET Sight Distance Achieved?LEGDIRECTIONCORNERSTOPPINGEastSouthYesYesEastNorthYesYesWestSouthNoYesWestNorthYesYesCACATUA STREET Sight Distance Achieved?LEGDIRECTIONCORNER*STOPPINGEastSouthYesYesEastNorthYesYesCHORLITO STREET*After vegetation trimming Sight Distance Achieved?LEGDIRECTIONCORNERSTOPPINGEastSouthNo (within 55 ft)YesEastNorthNoYesRANCHO PANCHO RecommendationsÑIntroduce Ordinance No. NS-829ÑInstall all-way stop at Unicornio Street/ El Fuerte StreetÑDeny request for all-way stops at Cacatua Street, Chorlito Street, Rancho Pancho PROPOSED SPEED ZONEPROPOSED SPEED ZONEELEL FUERTEFUERTE S T R E E TSTREET PALOMAR AIRPORT RD.PALOMAR AIRPORT RD.GATEWAY RD.GATEWAY RD.BRESSI RANCH WY.BRESSI RANCH WY.GREENHAVEN DR.GREENHAVEN DR.POINSETTIA LN.POINSETTIA LN.RANCHO PANCHORANCHO PANCHOCHORLITO ST.CHORLITO ST.CACATUA ST.CACATUA ST.UNICORNIO ST.UNICORNIO ST.ALGA RD.ALGA RD. ELELFUERTEFUERTE STREETSTREET PALOMAR AIRPORT RD.PALOMAR AIRPORT RD.GATEWAY RD.GATEWAY RD.BRESSI RANCH WY.BRESSI RANCH WY.GREENHAVEN DR.GREENHAVEN DR.POINSETTIA LN.POINSETTIA LN.RANCHO PANCHORANCHO PANCHOCHORLITO ST.CHORLITO ST.CACATUA ST.CACATUA ST.UNICORNIO ST.UNICORNIO ST.ALGA RD.ALGA RD.Requested All-WayStops EL FUERTE STREET (4) INTERSECTIONS EXISTING "CORNER" & STOPPING SIGHT DISTANCES WITH DRIVER POSITION 10' BEHIND CURB PROJECTION CC EL FUERTE STREET / RANCHO PANCHO LEG /DIRECTION EAST /NORTH EAST / SOUTH EXIST. "CORNER" 1200' 440' EXISTING STOPPING 1700' 600' EL FUERTE STREET / CHORLITO STREET LEG /DIRECTION EAST /NORTH EAST / SOUTH EXIST. "CORNER" 263' 277' EXISTING STOPPING 430' 1200' EL FUERTE STREET / CACATUA STREET LEG / DIRECTION EAST /NORTH EAST / SOUTH WEST /NORTH WEST / SOUTH EXIST. "CORNER" 980' 600' 500' '.. 274' EXISTING STOPPING 946' 530' 946' 530' ^ EL FUERTE STREET / UNICORNIO STREET LEG / DIRECTION EAST /NORTH EAST / SOUTH WEST / NORTH WEST / SOUTH EXIST. "CORNER" 496' 365' 235' 365' EXISTING STOPPING 295' 350' 266' 350' "CORNER" SIGHT DISTANCE FOR 45 MPH = 495' STOPPING SIGHT DISTANCE FOR 45 MPH = 360'