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 ///
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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"
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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 '"
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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'