HomeMy WebLinkAbout2005-06-06; Traffic Safety Commission; ; Establish an All-Way Stop at the intersection of Hidden Valley Road/Lighthouse Road/School DrivewayCITY OF CARLSBAD
TRAFFIC SAFETY COMMISSION
STAFF REPORT
COMMISSION MEETING OF: June 6, 2005 ITEMNO. 6A
LOCATION:
INITIATED BY:
Intersection of Hidden Valley Road/Lighthouse Road/School Driveway
Steve Ahle, Principal, Pacific Rim Elementary School
REQUESTED ACTION: Establish an All-Way Stop at the intersection of Hidden Valley
Road/Lighthouse Road/School Driveway
BACKGROUND:
The subject intersection serves the local neighborhood and it also provides ingress and
egress to one of the westerly driveways of Pacific Rim Elementary School (see Exhibit
1). The easterly leg of the intersection is created by the school driveway for
ingress/egress to Pacific Rim Elementary School. A second school driveway imniediately
to the north is an exit only driveway. During the short time period before and after
school, this intersection is congested with parent vehicles, school pedestrians, school
bicyclists, in addition to through vehicles on Hidden Valley Road.
DATA:
Hidden Valley Road is unclassified in the Circulation Element of the General Plan of the
City of Carlsbad from its intersection with Camino de las Ondas to its intersection with
Palomar Airport Road. Hidden Valley Road functions as a local collector road and has a
curb-to-curb width of 48 feet. There are several 400-foot centerline radius horizontal
curves on Hidden Valley Road between Camino de las Ondas and the intersection of
Beacon Bay Drive with the school driveway located on the inside of the horizontal curve.
The. road has one traffic lane in each direction separated by a two-way left-tum lane and
bicycle lanes are striped on both sides of Hidden Valley Road. A condition diagram that
shows the traffic control devices in place in the vicinity of the subject intersection is
provided on Exhibit 2. Of special note is the stop sign that has been placed on Lighthouse
Road and the stop pavement legend striped on the school driveway at the egress location.
This four-leg intersection is, in essence, a two-way stop intersection with stops required
on the minor legs of the intersection.
Volumes from an intersection approach count obtained on May 10, 2005 are provided on
Table 1. For this intersection, the minimum volume thresholds to establish an all-way
stop are not met (see attached MUTCD Section 2B.07 Multiway Stop Applications).
There have been no reported collisions at the subject intersection in the past 12 months
and no collisions are on record as having been reported at this intersection since late
1996, the date Hidden Valley Road was opened to traffic between Camino de las Ondas
and Plum Tree Road.
Staff conducted a turning movement count on May 17, 2005 at the subject intersection
for the one-hour period before the start of the school day and also the one-hour period
after school ends. Results are provided on the attached turning movement summary sheet.
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CITY OF CARLSBAD
TRAFFIC SAFETY COMMISSION
STAFF REPORT
COMMISSION MEETING OF: June 6, 2005
( continued)
ITEMNO. 6A
Conflicts have been observed at this location between through vehicles on Hidden Valley
Road and school pedestrians attempting to cross Hidden Valley Road and also with the
parent vehicles that exit the school driveway and tum onto or cross Hidden Valley Road.
These conflicts justify the establishment of an all-way stop at the subject intersection.
The northbound Hidden Valley Road approach to the intersection is on a horizontal curve
that results in limited visibility for a driver to observe the intersection. Vehicles queued in
the bicycle lane that is striped on Hidden Valley Road that tum easterly into the school
driveway reduce the comer sight distance available for drivers in westerly vehicles that
are exiting the school driveway and are attempting to view approaching n01thbound
vehicles. The combination of roadway curvature and vehicles turning from the bicycle
lane also contributes to vehicle/pedestrian conflicts as school pedestrians cross •
Hidden Valley Road at the intersection. The congestion at this intersection is a typical
situation at school zone intersections.
Of concern are the parents that routinely anive early before the end of the school day and
park in the bicycle lane on the east side of Hidden Valley Road. These drivers wait for an
opportunity to tum into the school driveway so that they can enter the queue for student
pickup at the onsite school sidewalk student loading areas. Consequently, the existing
No Parking Bicycle Lane regulatory signs are being ignored. Supplementing the
No Parking Bicycle Lane signs with signs that state No Stopping would convey the
message that vehicles legally are not authorized to park or stop in the bicycle lane.
Vehicles are only allowed by State law to enter the bicycle lane to complete a right-tum
maneuver and not to stop and wait in the bicycle lane.
Additional pedestrian/vehicle conflicts result on Hidden Valley Road in the vicinity of
the subject intersection as pedestrians and vehicles exit the second school driveway
located immediately to the north of the subject intersection. This school driveway is an
exit only driveway. Pedestrians cross Hidden Valley Road from east to west between
vehicles that are stopped in the southbound two-way left-tum lane as drivers wait to enter
the school driveway. Prohibiting pedestrian crossings of Hidden Valley Road at this
location will eliminate the conflicts between vehicles and pedestrians.
Establishing an all-way stop at the subject intersection will assign the right-of-way
between vehicles and pedestrians. In conjunction with placing stop signs on
Hidden Valley Road at the school intersection, yellow school crosswalks would be
striped on Hidden Valley Road. This would delineate the required crossing location for
school pedestrians walking from one side of Hidden Valley Road to the other when going
to and from school or when other pedestrians cross Hidden Valley Road.
( (
CITY OF CARLSBAD
TRAFFIC SAFETY COMMISSION
STAFF REPORT
COMMISSION MEETING OF: June 6, 2005
(continued)
RECOMMENDATION:
The Traffic Safety Coordinating Committee (TSCC) recommends:
ITEMNO. 6A
• establishing an all-way stop at the intersection of Hidden Valley Road/Lighthouse
Road/school driveway to assign right-of-way
• striping yellow school crosswalks on Hidden Valley Road
• installing No Stopping signs on both sides of Hidden Valley Road from Camino
de las Ondas to Lighthouse Road
• installing pedestrian barricades with No Pedestrian Crossing -Use Crosswalk
signs at the northerly school driveway to prohibit pedestrian crossings of Hidden
Valley Road
NECESSARY CITY COUNCIL ACTION:
An ordinance will be required to be adopted by the City Council to establish the all-way
stop, as recommended.
NOT TO SCALE
PROPOSED
ALL-WAY
STOP
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LOCATION
BEACON BAY DR.
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MAP
PACIFIC RIM
ELEMENTARY
SCHOOL
CJ(/) a!o n=i ::c:
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CJ~
-----,C~A-.-.Ml;;:;NO~DE-;::::-;-LA;;--;S;--:O~N-;;:;:DA-;-;S:;--------'( § (
PROJECT NAME REQUEST TO ESTABLISH AN
ALL-WAY STOP
DRAltN BY: SCOTT EVANS, CARLSBAD ENGINEERING DEPT. 5 IJ 05 C: STOP SIGNS-HIDDEN VALLEY-UGHTHOUSE WY.DWG
EXHIBIT
1
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CONDITION DIAGRAM
SIGN LEGEND:
RB-JA/RB1 NO PARKING/BIKE LANE
R1-1 STOP
R1-4 ALL-WAY
WJ-1 STOP AHEAD
R49 NO PED CROSSING/ ~ USE CROSSWALK
ASSEMBLY C -SCHOOL/SPEED LIMIT 25/
WHEN CHILDREN ARE PRESENT
NOTE: ALL CROSSWALKS
ARE YELLOW
I I I I I
..a.. RB-JA/RB1
ASSEMBLY C
• /R49 :~ ~ R1-1 + R1-4 "'T 1dllS illlS
/~R1-1 + R1-4
ij
R1-1 + R1-4
CAMINO
R49
DE LAS ONDAS
NOT TO SCALE
PACIFIC RIM
ELEMENTARY
SCHOOL
LEGEND:
-F.H. -FIRE HYDRANT
....I... -SIGN ON TELESPAR
...Q_ -SIGN ON ST. LT. POLE
_._ -SIGN ON ROUND METAL POLE
-t -"BIKE LANE" + t LEGEND
._.. -SIGN ON BARRICADE
-RED CURB
PROJECT NAME HIDDEN VALLEY ROAD EXHIBIT
2 AT PACIFIC RIM ELEMENTARY SCHOOL
DRAltN BY: SCOTT £VANS, CARLSBAD £NG/NEERING DEPT. 5/16/05 C: \1RAFFIC\COTT£R\HIDD£N VAUEY CONDJnON D/AGRAM.DWG
'
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
•···TOTALS
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TABLE 1
INTERSECTION APPROACH COUNTS
HIDDEN VALLEY ROAD/LIGHTHOUSE ROAD/SCHOOL DRIVEWAY
MAY 10.2005
,, ··.·•. MAJOR STREETYOLUME , .. · MINOR,STREET VOLUl\1:E
;· ·/·····. IIlDDEN ·nmDEN , ' LIGHTH()USE SCHOOL ••••
•.·,._ ·.•
.. 'VALLEY ROAD ·. VALLEYROAD ROAD · DRIVEWA:Y .. '··
•· NB :,'SB SUBTOTAL " Elf ·wn . SUBTOTAL -•'
3 0 3 0 0 0
1 0 1 1 0 1
3 4 7 3 0 3
1 0 1 3 0 3
2 3 5 2 0 2
13 21 34 5 3 8
40 58 98 15 3 18
136 198 334 28 53 81
152 197 349 35 89 124
85 90 175 29 30 59
58 98 156 14 21 35
82 113 195 15 37 52
95 105 200 13 18 31
94 95 189 11 39 50
166 193 359 33 86 119
119 156 275 29 45 74
106 143 249 17 22 39
176 217 393 15 9 24
124 111 235 22 2 24
90 88 178 14 1 15
64 69 133 3 0 3
30 27 57 10 1 11
6 16 22 3 1 4
5 4 9 2 0 2
I,651 2;006 3,657 .322 .•·. ··•· ..•• • 460 '' >782 ,, ' . .•
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2003 Edition Page 2B-7
Once the decision has been made to install two-way stop control, the decision regarding the appropriate
street to stop should be based on engineering judgment. In most cases, the street carrying the lowest volume of
traffic should be stopped.
A STOP sign should not be installed on the major street unless justified by a traffic engineering study.
Support:
The following are considerations that might influence the decision regarding the appropriate street upon
which to install a STOP sign where two streets with relatively equal volumes and/or characteristics intersect:
A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school
walking routes;
B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower
operating speeds;
C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection; and
D. Stopping the direction that has the best sight distance to conflicting traffic.
The use of the STOP sign at highway-railroad grade crossings is described in Section 8B.08. The use of the
STOP sign at highway-light rail transit grade crossings is described in Section lOC.04.
Section 2B.06 STOP Sign Placement
Standard:
The STOP sign shall be installed on the right side of the approach to which it applies. When the STOP
sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign (see Section
2C.29) shall be installed in advance of the STOP sign.
The STOP sign shall be located as close as practical to the intersection it regulates, while optimizing its
visibility to the road user it is intended to regulate.
STOP signs and YIELD signs shall not be mounted on the same post.
Guidance:
Other than a DO NOT ENTER sign, no sign should be mounted back-to-back with a STOP sign in a manner
that obscures the shape of the STOP sign.
Support:
Section 2A.16 contains additional information about separate and combined mounting of other signs with
STOP signs.
Guidance:
Stop lines, when used to supplement a STOP sign, should be located at the point where the road user should
stop (see Section 3B.16).
If only one STOP sign is installed on an approach, the STOP sign should not be placed on the far side of the
intersection.
Where two roads intersect at an acute angle, the STOP sign should be positioned at an angle, or shielded, so
that the legend is out of view of traffic to which it does not apply.
Where there is a marked crosswalk at the intersection, the STOP sign should be installed in advance of the
crosswalk line nearest to the approaching traffic.
Option:
At wide-throat intersections or where two or more approach lanes of traffic exist on the signed approach,
observance of the stop control may be improved by the installation of an additional STOP sign on the left side of
the road and/or the use of a stop line. At channelized intersections, the additional STOP sign may be effectively
placed on a channelizing island.
Support:
Figure 2A-2 shows examples of some typical placements of STOP signs.
Section 2B.07 Multiway Stop Applications
Support:
Multiway stop control can be useful as a safety measure at intersections if certain traffic conditions exist.
Safety concerns associated with multiway stops include pedestrians, bicyclists, and all road users expecting other
road users to stop. Multiway stop control is used where the volume of traffic on the intersecting roads is
approximately equal.
The restrictions on the use of STOP signs described in Section 2B.05 also apply to multiway stop applications.
Sect. 2B.05 to 2B.07
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Page 2B-8 2003 Edition
Guidance:
The decision to install multiway stop control should be based on an engineering study.
The following criteria should be considered in the engineering study for a multiway STOP sign installation:
A. 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.
B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to
correction by a multiway stop installation. Such crashes include right-and left-tum collisions as well as
right-angle collisions.
C. Minimum volumes:
1. The vehicular volume entering the intersection from the major street approaches (total of both
approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and
2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor
street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours,
with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the
highest hour, but
3. If the 85th-percentile approach speed of the major-street traffic exceeds 65 km/h or exceeds 40 mph,
the minimum vehicular volume warrants are 70 percent of the above values.
D. Where no single criterion is satisfied, but where Criteria B, C.l, and C.2 are all satisfied to 80 percent of
the minimum values. Criterion C.3 is excluded from this condition.
Option:
Other criteria that may be considered ~n an engineering study include:
A. The need to control left-tum conflicts;
B. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes;
C. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to reasonably
safely negotiate the intersection unless conflicting cross traffic is also required to stop; and
D. An intersection of two residential neighborhood collector (through) streets of similar design and
operating characteristics where multiway stop control would improve traffic operational characteristics of
the intersection.
Section 2B.08 YIELD Sign {Rl-2}
Standard:
The YIELD (Rl-2) sign (see Figure 2B-1) shall be a downward-pointing equilateral triangle with a
wide red border and the legend YIELD in red on a white background.
Support:
The YIELD sign assigns right-of-way to traffic on certain approaches to an intersection. Vehicles controlled
by a YIELD sign need to slow down or stop when necessary to avoid interfering with conflicting traffic.
Section 2B.09 YIELD Sign Applications
Option:
YIELD signs may be used instead of STOP signs if engineering judgment indicates that one or more of the
following conditions exist:
A. When the ability tb see all potentially conflicting traffic is sufficient to allow a road user traveling at the
posted speed, the 85th-percentile speed, or the statutory speed to pass through the intersection or to stop
in a reasonably safe manner.
B. If controlling a merge-type movement on the entering roadway where acceleration geometry and/or sight
distance is not adequate for merging traffic operation.
C. The second crossroad of a divided highway, where the median width at the intersection is 9 m (30 ft) or
greater. In this case, a STOP sign may be installed at the entrance to the first roadway of a divided
highway, and a YIELD sign may be installed at the entrance to the second roadway.
D. An intersection where ·a special problem exists and where engineering judgment indicates the problem to
be susceptible to correction by the use of the YIELD sign.
Standard:
A YIELD (Rl-2) sign shall be used to assign right-of-way at the entrance to a roundabout intersection.
Sect. 2B.07 to 2B.08
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CITY OF CARLSBAD
TRANSPORTATION DIVISION
1 -HOUR TURNING MOVEMENT COUNT
LOCATION: HIDDEN VALLEY ROAD / LIGHTHOUSE ROAD
DATE: 5/17 /05 DAY OF THE WEEK:---'lU'-=-'E=SD::;.;.;A:..:...Y __ _
TIME: 7: 15 AM -8: 15 AM
OBSERVER: JLM / TC
LIGHTHOUSE ROAD 9
'<'
PEDESlRIANS ~ I A -14
WEATHER: ----=-=CL=-EA.,_,_R ____ _
A -15
C -11
PEDESlRIANS
A -7
C -7
PEDESlRIANS
SCHOOL DRIVEWAY
C -1 A -3 I
--PEDESlRIANS
f
i ,E .__ ___________________________ .... ~
I
\ (
CITY OF CARLSBAD
TRANSPORTATION DIVISION
1 -HOUR TURNING MOVEMENT COUNT
LOCATION: HIDDEN VALLEY ROAD / LIGHTHOUSE ROAD
DATE: 5/17 /05 DAY OF THE WEEK:____,lll'-=E=SD=-=--'A'-'-Y __ _
TIME: 2: 35 PM -3: 35 PM
OBSERVER: JLM / JWG
LIGHTHOUSE ROAD
PEDESlRIANS C -23 I A -3
WEATHER: -~CL=EA.!!..!,R ____ _
A -13
C -10 ---PEDESlRIANS
A -3
C -4
t ;,
PEDESlRIANS
SCHOOL DRIVEWAY
f
.!
l ______________ ......., ______________ .... ~