01-05-1993 - Traffic Committee Minutes - 12/15/92• • City of West Covina
Memorandum
TO: City Manager and City Council AGENDA
FROM: David L. Nelson, Secretary
ITEM NO. c-4
SUBJECT: TRAFFIC COMrVIITTEE AE NUTES
DATE JANUARY 5, 1993
Attached are the Minutes of the Traffic Committee Meeting held on December 15, 1992.
..'ep,?..,, _/
D. .Traffic Committee
DLN:cn
Attachments
REGULR MEETING OF THE TRAFFIC AMITTEE
CITY OF WEST COVINA
TUESDAY, DECEMBER 15, 1992 AT 2:00 P.M.
POLICE DEPARTMENT CONFERENCE ROOM
PRESENT: Chief Holmes, Lt. Myrick, David L. Nelson and James W. Gurr.
GUESTS: Mr. and Mrs. Frank Dong, Ms. Mary Reynolds, Mr. and Mrs. Brasher.
I. REQUEST:
Mr. Frank Dong, 602 South Charvers, West Covina 91791,
Mr. Flynn, 3250 East Cortez Street, West Covina 91791,, and
Mr. Mike Newman, 513 Charvers Street, West Covina 91791.
THAT A MULTI -WAY STOP BE INSTALLED AT THE INTERSECTIONS OF
CORTEZ STREET WITH CHARVERS AVENUE, CAMPANA FLORES
DRIVEJFORESTDALE AVENUE, AND CAMPANA FLORES DRIVE.
SUMMARY:
Cortez Street from 1400 feet west of Citrus Street to Grand Avenue has recently been
reconstructed. The vertical alignment or profile has been raised along this segment of
Cortez Street. Because of an increase of the profile elevation along Cortez Street'east of
the intersection at Campana Flores Drive and Forestdale Avenue, the sight distance to the
east from the Campana Flores Drive approach is only 200 feet.
THAT STOP SIGNS BE INSTALLED ON CORTEZ STREET AT THE
INTERSECTION OF. FORESTDALE AVENUE/CAMPANA FLORES DRIVE.
THAT THE REQUEST FOR MULTI -WAY STOP SIGNS AT THE INTERSECTIONS
OF CORTEZ STREET WITH CHARVERS AVENUE AND CAMPANA FLORES
DRIVE BE DENIED.
City initiated.
THAT THE PLANS FOR ADDITIONAL REGULATORY AND DIRECTIONAL
SIGNS AT AND ABOUT THE CIVIC CENTER PARKING STRUCTURE BE
APPROVED.
SUMMARY: .
The request was prompted by two unrelated conditions. One condition is regarding the
need for Metrolink parking. There has been occasional confusion for vehicle operators at
the south entrance to the parking structure regarding both the vehicle height limitation and
directional conflicts. The Building Department, must review the plan drawings.
TRAFFIC COMMITTEE DISCUSSION:
The Building Department has reviewed the proposed signage and clearance requirements for
the structure and is in agreement with the attached plans.
TRAFFIC COMMITTEE RECOMMENDATION:
THAT THE PLANS FOR ADDITIONAL REGULATORY. AND DIRECTIONAL AT
AND ABOUT THE CIVIC CENTER PARKING STRUCTURE BE APPROVED.
dec9zsum i
Traffic Committee Meeting
December 15, 1992
M. REQUEST:
City initiated.
THAT LEFT -TURN LANES BE INSTALLED ON THE EAST AND WESTBOUND
APPROACHES- OF LA PUENTE ROAD TO SENTOUS AVENUE.
SUMMARY:
The Engineering Department is preparing plans and specifications for the installation of a
traffic signal at the. intersection of La Puente Road and Sentous Avenue. This intersection
is under the joint. jurisdiction of West Covina and Los Angeles County. The 'Los Angeles
County Department of Public Works hais requested the installation of left -turn lanes on the
east' and westbound approaches of La Puente Road. Unfortunately, as has been the case
with most other intersections parking must be prohibited along the approaches to this
intersection to provide the additional width necessary to install a left -turn lane.
..TRAFFIC COMMITTEE RECOMMENDATION:
THAT THE
REQUEST BE HELD OVER.
IV. REQUEST:
Donna Rhone, 1329 West 'Yarnell, West Covina 91790.
THAT AN. EAST/WEST LEFT -TURN PHASE BE INSTALLED AT THE
INTERSECTION OF FRANCISQUIT0 AVENUE WITH SUNSET AVENUE.
SUMMARY:
This is a signalized intersection with an existing left -turn phase on the north and southbound
approaches. There is no left -turn phase on the east and westbound approaches of
Francisquito Avenue to Sunset.Avenue. The traffic volume left -turn warrents nor the
accident warrent is satisfied.
TRAFFIC •COMMITTEE RECOA ENDATION:
THAT THE. REQUEST BE DENIED.
ii
Traffic Committee Meet •
December 15, 1992
V. REOUEST:
Phyllis McDonald, Principal, Merlinda School, 1120 South Valinda Avenue, West Covina
91790
THAT THE EXISTING LEFT -TURN POCKETS ON THE NORTH AND
SOUTHBOUND APPROACHES OF VALINDA AVENUE TO MERCED AVENUE BE
REINSTALLED AT THE CENTERLINE OF VALINDA AVENUE.
SUMMARY:
On May 19, 1992, the Traffic Committee reviewed and recommended the installation of
left -turn pockets on the north and southbound approaches to Merced Avenue. The
installation of north/south left -turn pockets was completed during August of this year.
According to the school administration, the loss of the 225 feet of curb parking associated
with these left -turn lanes has dramatically increased the number of vehicle vs. pedestrian
conflicts before and after school.
TRAFFIC COMMITTEE RECOA 024DATION:
THAT PARKING BE PROHIBITED ALONG THE EAST. SIDE OF VALINDA
AVENUE FROM 103 FEET NORTH OF MERCED AVENUE TO 253 FEET SOUTH
OF MERCED AVENUE.
THAT PARKING BE PROHIBITED ALONG THE WEST SIDE OF VALINDA
AVENUE FROM 190 FEET NORTH OF MERCED AVENUE TO 162 FEET SOUTH
OF MERCED AVENUE.
THAT LEFT -TURN POCKETS BE INSTALLED ACCORDING TO PLAN "B" ON
THE NORTH AND SOUTHBOUND APPROACHES OF VALINDA AVENUE TO
MERCED AVENUE.
THAT PARKING Ts BE INSTALLED ALONG THE EAST SIDE OF VALINDA
AVENUE FROM 103 FEET NORTH OF MERCED AVENUE NORTH TO
MERLINDA STREET AND ON MERLINDA STREET FROM VALINDA AVENUE
EAST TO EM[LY DRIVE.
iii
Traffic Committee Meetin'p
December 15, 1992
i
I. REQUEST:
Mr. Frank Dong, 602 South Charvers, West Covina 91791,
Mr. Flynn, 3250 East Cortez Street, West Covina 91791, and
Mr. Mike Newman, 513 Charvers Street, West Covina 91791.
THAT A MULTI -WAY STOP BE INSTALLED AT THE INTERSECTIONS OF
CORTEZ STREET WITH CHARV'ERS AVENUE, CAMPANA FLORES
DRPV'VFORESTDALE AVENUE, AND CAMPANA FLORES DRIVE.
FINDINGS:
The Traffic Committee has, reviewed requests for multi -way stop signs at the
intersection of Cortez Street with Charvers Avenue during June of 1973 and March of
1976. The staff reports from . these reviews show a recorded critical approach speed
(85 %) of '39 mph and 40.7 mph, respectively, during 1973 and 1976. A comparison
of the multi -way stop warrants from 1973, 1976 and 1992 reveals no dramatic
changes of the recorded traffic volumes.
According to the California Traffic Manual:
"Any of the following conditions may warrant a multi -way
STOP sign installation:
1. Where traffic signals are warranted and urgently needed, the
multi -way stop may be. an interim measure that can be installed
quickly to control traffic while arrangements are being made for
the signal installations.-_-._-..
2. An accident problem, as indicated by five or more
reported --accidents within a 12 month period of a
type susceptible. to correction by a multi -way stop
installation. Such accidents include right and left -
turn collisions as well as right-angle collisions.
3. Minimum traffic. volumes
---- a)- -The total vehicular volume --entering
the intersection from all approaches
must average at least 500 vehicles
per hour for any 8 hours of an
average day, and
b) The combined vehicular and
pedestrian volume from the minor
street or highway must average at
least 200 units per hour for the
same 8 hours, with an average
delay to minor street vehicular
traffic of at least.30 seconds per
vehicle during the maximum hour,
but
c) When the 85-percentile approach
speed of the major street traffic
exceeds 40 miles per hour, the
minimum vehicular volume warrant
is 70 percent of the above
requirements.
The first condition is not met at these intersections. The general scenario for which
the first condition would be satisfied is an intersection with a highly excessive
accident rate that warrants a traffic signal except that the installation cannot be
immediately expedited. The second condition is obviously an accident warrant.
1
tmffic:d=92.mp
Traffic Committee Meeting*
December 15, 1992
O_`
I. FINDINGS (Continued)
Neither of the first two conditions
third condition concerns the averag
Volume Warrants were not satisfie
these intersections.
are satisfied at any of these intersections. The
e daily traffic volumes. The Minimum Traffic
d, nor were they close to being satisfied at any of
Cortez Street from 14W feet west of Citrus Street to Grand Avenue has recently been
reconstructed. Prior to construction, the pavement width varied from 20 feet to 32
feet with occasional segments of curb and gutter. The street is now 40 feet in width
curb -to -curb with sidewalks along the north side west of Barranca and the south side
east of Barranca. The traffic controls were reinstalled as they were prior to
construction. Specifically, stop signs were installed on the minor street approaches of
Charvers Avenue, Campana Florets Drive, and Forestdale Avenue.
Staff has also completed spot speed studies for these segments of Cortez Street. The
critical approach speed (85 %) along Cortez Street between Campana Flores Drive and
Charvers Avenue is 42 mph. Staff has also recorded daily traffic volumes along the
approaches to these intersections. The Average Daily Traffic Volumes at these
intersections are as follows:
Street
Approach
* ADT
Cortez Street
Eastbound
502
Cortez Street
Westbound - - --
- 895
Charvers Avenue
Northbound
294
Charvers Avenue
Southbound
468
Cortez Street
Eastbound
794
Cortez Street
Westbound
851
Forestdale Avenue
Northbound
188
Campana Flores Dr.
Southbound
129
Cortez Street
Eastbound
529
Cortez Street
Westbound
524
Campana Flores Dr.
Southbound
100
* Average Daily Traffic Volume
The small'increase of the critical
speed at which vehicles travel al(
influenced by posted speed limits
safe speed according to the road'
primary topographical condition i
a safe speed is the width of the p
reconstruction has provided 40 fE
underground storm drain system
located along the edge of paveme
topography have slightly increase
hence, increased the critical appr
not statistically significant.
The vertical alignment or profile
Because of an increase in elevati
Campana Flores Drive and. Fore:
bwTk,: aeM.np
pproach speed to 42 mph is not unexpected.. The
g any given segment of road or highway is not
It is the vehicle operator's perception of what is a
topography that dictates the prevailing speeds. A
fluencing a vehicle operator's perception of what is
vement and travel lanes. The Cortez Street
t of pavement curb -to -curb along with an
placing the open channel that was previously
t. It is possible that these changes in the road
the typical vehicle operator's confidence and,
ich speed (85 %) to 42 mph although this increase is
s been raised along this segment of Cortez Street.
along Cortez Street east of the intersection at
ale Avenue, the sight diistance to the east from the
- 2
Traffic Committee Meetit
December 15, 1992
I. FINDINGS (Continued)
Campana Flores Drive approach is 200 feet. This southbound approach of Campana
Flores Drive to this intersection is also along the inside of a horizontal curve which
restricts sight distance. This condition may not be readily apparent to vehicle
operators approaching Forestdale westbound on Cortez Street.
The safe stopping sight distance on wet pavement at the critical approach speed of 42
mph is 290 feet. Staff conducted a field inspection at these intersections. Except for
the southbound approach of Campana Flores, the sight distance from each approaches
of those intersections. exceeded 290 feet. The alignment also obscures the intersection
from vehicle operators approaching westbound on Cortez Street.
According to the California Traffic Manual:
A STOP sign may be warranted at an intersection where one or more of the
following conditions. exist:
1. On the less important road at its intersection with a main road where
application of the normal right of way rule is unduly hazardous as
evidenced by accidents susceptible to correction by STOP signs.
2. On a county road or city street at its intersection with a state
highway.
3. -- At the -intersection --of two -main highways. The highway traffic
to be stopped- depends on -approach- speeds, volumes, and turning
movements.
4. On a street entering a legally established through highway or
street. ---
5. On a minor street where the safe approach speed to the
intersection is less than 10 miles per hour.
6. At an unsignalized intersection in a signalized area.
7. At other intersections where a combination of high speed, _
restricted view, and. accident record- indicates a need for control
by the STOP sign.
It may be prudent to install stop signs on Cortez Street.at the intersection_ of Campana
Flores/Forestdale now when considering the limited sight distance.
STAFF RECOMMENDATION:
THAT STOP SIGNS BE INSTALLED ON CORTEZ STREET AT THE
INTERSECTION OF FORESTDALE AVENUE/CAMPANA FLORES DRIVE.
THAT THE REQUEST FOR MULTI -WAY STOP SIGNS AT THE
INTERSECTIONS OF CORTEZ STREET WITH CHARVERS AVENUE AND
CAMPANA FLORES DRIVE BE DENIED.
1 1 I "Ic I1
THAT STOP SIGNS BE INSTALLED ON CORTEZ STREET AT THE
INTERSECTION OF FORESTDALE AVECAMPANA FLORES DRIVE.
THAT THE REQUEST FOR MULTI -WAY STOP SIGNS AT THE
INTERSECTIONS OF CORTEZ STREET WITH CHARVERS AVENUE AND
CAMPANA FLORES DRIVE BE DENIED.
- 3
"ff1C:d=92.fV
MULTIWAY STOP WARRANTS
Date of Traffic Count
Intersection of
A„ VOLUME WARRANT SATISFIED NOT SATISFIED
1., 500 or more vehicles per hour (average)
entering intersection from all approaches
for any eight hours, and /
2, 200 or more combined vehicles and pedestrians
per hour (average) entering intersection from/
minor street for same.eight hours, with
3. An average delay to minor street vehicular
traffic of at least 30 seconds per vehicle
during the maximum hour,
B., SEVENTY PERCENT WARRANT SATISFIED NOT SATISFIED
When the 85-percentile approach speed of
the major street traffic exceeds 40 mph,
the minimum vehiclular volume warrant is
70 percent of the above requirements. _
C, ACCIDENT WARRANT SATISFIED NOT SATISFIED
Five or more accidents of types susceptible
of correction by multiway stops wit in
twelve-month period. I - j� 3Z/ ' - �!9}l+ Av,\5 �e� (- l njury
- INJ.
D. INTERIM MEASURE WARRANT SATISFIED NOT SATISFIED
Where traffic signals are warranted
and urgently needed.
Form TS-9 Rev. 7/73
F
0
MULTIWAY STOP WARRANTS
Date of Traffic Count
Intersection of
ore -&4 /e _
A.., VOLUME WARRANT SATISFIED NOT SATISFIED
1, 500 or more vehicles per hour (average)
entering intersection from all approaches J
for any eight hours, and
2., 200 or more combined vehicles and pedestrians
per hour. (average) entering intersection from
minor street for same eight hours, with
3, An average delay to minor street vehicular
traffic of at least 30 seconds per vehicle %
during the maximum hour,
B� SEVENTY PERCENT WARRANT SATISFIED NOT SATISFIED
When the 85-percentile approach speed of
the major street traffic exceeds 40 mph,
the minimum vehiclular volume warrant is
.70 percent of the above rquirements.
C, ACCIDENT WARRANT SATISFIED NOT SATISFIED
Five or more accidents of types susceptible
of correction by multiway stops with'n a p
twelve-month period. RA . 3 9� ( I� I� iti� �1'�� � 2� t'l b jv vV
D. INTERIM MEASURE WARRANT SATISFIED NOT SATISFIED
Where traffic signals are warranted
and urgently needed.
Form TS-9 Rev. 7/73
- 5 -
MULTIWAY STOP WARRANTS
Date of Traffic Count
Intersection of
---�-6))-Q o or -
A.., VOLUME WARRANT SATISFIED NOT SATISFIED l/
1,; 500 or more vehicles per hour (average)
entering intersection from all approaches �J�
for any eight hours, and G
2 200 or more combined vehicles and pedestrians n
per hour (average) entering intersection from
minor street for same eight hours, with UUU
3. An average delay to minor street vehicular
traffic of at least 30 seconds per vehicle D
during the maximum hour,
B. SEVENTY PERCENT WARRANT SATISFIED NOT SATISFIED
When the 85-percentile approach speed of
the major street traffic exceeds 40 mph,
the minimum vehiclular volume warrant is
70 percent of the above requirements.
C: ACCIDENT WARRANT SATISFIED NOT SATISFIED —�-
Five or more accidents of types susceptible
of correction by multiway stops within a
twelve-month period.y C�
D. INTERIM MEASURE WARRANT SATISFIED NOT SATISFIED
Where traffic signals are warranted
and urgently needed.
Form TS-9 Rev. 7/73
- 6 _
TRAFFIC COMMITTEE MEETING
JUKE 19, 1973
2 :00 p.m.
Present: Allen Sill, John Lippitt, Harry Thomas, William Ryan
I. Request:
(Mrs. Edward E. Bushnell, 3235 Whitebirch Drive)
That a four-way stop and crosswalk be installed at the
intersection_ of Cortez Street and Charvers Avenue.
Findings:
Mrs. Bushnell expressed concern about Cortez Street being
it -- - used as a speedway by many drivers. The -real hazard
is between Forestdale and Charvers as there is a blind
curve which tempts drivers to test their speed and skill."
She also noted "there are many small children in the area
who use this street to travel to and from school----".
Her suggestion to install the four-way stop and crosswalk
was apparently for the purpose of slowing down the traffic
on Cortez Street.
The 24-hour approach traffic volumes at the intersection
(as measured June 5 and 8, 1973) were as follows:
EB
CORTEZ
856 _
WB
CORTEZ
778
SB
CHARVERS
520
NB
CHARVERS
121
Volume warrants for 4-way stops are not met.
The vehicle volume requirements are not .met on a
pedestrian warrant for a 4Lway stop.
Pedestrian volumes requirements also are not.met.During
a 45 minute period on a school day (7:30 AM to 8:15), only
two pedestrians crossed Cortez Street at the intersection.
During an hour and a half period (1:30 to 3:00 PM) six
pedestrians crossed the intersection.
The record of reported accidents in the immediate vicinity
of this intersection is as1follows:
YEAR
1973 (thru April)
1972
1971
1970
Accident warrants for a
y0. OF ACCIDENTS
0
1
0
0
4-way stop -are not met.
1
- 7 -
Traffic Committee Meeting
6-19-73
There is a portion of Cortez Street within the City
approximately 1,170 feet long between County -City limits.
It extends from approximately 170 feet east of Charvers
Avenue to approximately 160 feet west of Forestdale.
The record of reported accidents throughout this portion
of Cortez _is as follows:
Left Ran off Right Side Rear
Year Turn Road Angle swipe end Total
1973 (thru Apr.) 0 1 1 0 0 2
1972
0
2
0
0
0 2
1971
0
1
0
1
0 2
1970
0
0
0
0
1 1
Totals 0, 4 1 1 1 7
The accident rate for this section of Cortez Street for the
period 1970 through April, 1973 is 1.6 accidents per million
vehicles.miles. The average midblock accident rate on an
undivided highway with ADT between 1,000 and 10,900 is
2.5 A/MVM based upon a Los Angeles County Read. DPnnrtmPnt
Study of 1261 miles of highways. The accident rate on
Cortez is well below the County average.
A radar survey of the speeds of vehicles on Cortez Street
approaching Charvers (Monday,-6-11-73, 1:30 D.ni..to 3:00 p.m.)
showed the following:
Traffic Direction 85th / Mean 10-MPH Pace
EB & WB Combined 42.42 36.58 33 to 43
EB Only 39.08 34.71 29 to 39
The posted speed limit on Cortez.is 35 MPH in this vicinity.
Maximum existing sight distances from Charvers looking east
and west on Cortez Street are as follows:
On Cortez Looking:
From Wly Obstruction Ely Obstruction
NB Charvers 280' Evergreen tree 480' High point of road
and curve
SB Charvers 350' Curve 510' "
2
i
- 8 -
Traffic Committee Meeting
6-19-73
0
The -safe stopping distance* for eastbound traffic (which
involves a short sight distance) is 275' using the 85th
percentile speed of 39.08 IMPH.
* Taken from curves of AASHO formula.
Painted crosswalks tend to give pedestrians a false sense
of security so that less caution is exercised. As a result,
studies have shown that there is a higher rate of accidents
involving pedestrians at marked crosswalks. A marked
crosswalk at an isolated intersection with ex'remel_,; low
usage and with somewhat'l'mited approach visibility such
as at Cortez and Charvers is particularly hazardous.
Conclusions:
None of the nationally accepted warrants, used in determining
the need for 4-way stop signs, are satisfied.
Sight distances are min4_m_jl but within safe limits.
A painted crosswalk would
pedestrian accidents.
RPrnmmPndatinnc-
probably increase potential
That the request for a 4-�aay stop and installation of a
crosswalk on Cortez Street at Charvers Avenue -be denied.
Request the property owner at 601 S. Charvers to remove
the lower branches of an evergreen tree that now res-1--ricts
the sight distance between eastbound Cortez Street traffic
and northbound Charvers Avenue traffic.
Post the westbound direction of the curve in Cortez.Street
just west of Charvers Avenue with a curve warning sign and
a 30 MrH advisory speed sign.
Request the Police Department to observe the location for
possible high speed violations.
i
That a study be made of the need for stop signs on Toni
Drive, Sunset Hill Drive,i and Jodee Drive at Charvers Avenue.
3
- 9 -
Q,
C.
1p.
77
r.V.
14
to
614
4-WA, Y STOP j4APRANTS
Date of Traffic Count rl
Intersection of
A. VOLUME WARRANT
. � SATISFIED NOT SATISFIED
1. 500 or more vehicles p6r hour (average)
entering intersection from all approaches
for any eight hours.
2. 200 or more vehicles per hour (average)
entering intersection from minor street
for same eight hours.
I
B. PEDESTRIAN WARRANT SATISFIED NO'T.GATTSFSED�
i
1. 500 or more vehicles per hour (average)
entering intersection from all approaches
for any eight hours.
!
2, 175 or more vehicles per hour (aver.noa.)
entering intersection from minor street
for same eight hours.
i
3. 75 or more pedestriansiper hour crossing
major street during each of any two
hours.
i
C. ACCIDENT WARRANT SATISFIED NOT SATISFIED
Five or more accidents, of types
susceptible of correction by 4-way
stops within a twelve-month period
and failure of other measures,
including 2-way stops, to improve
conditions !
i
.vZ
M
--
Traffic Committee Meeting
3-76
IV. Request:
(Mr. Tom Jones, 601 South Charvers Avenue 91791)
Multiway stop signs- Cortez Street and Charvers Avenue.
Findings:
The subject intersection westbound approach contains
a vertical curve with a 7% negative slope which
limits sight distance for northbound traffic on
Charvers Avenue at the intersection limit line to
460 feet. The intersection eastbound approach
contains a -reverse curve of 400 feet radii limit-
ing sight distance due to some right-of-way shrub
growth at that location to 253 feet. In addition,
this approach contains a grade of 3.2% negative slope.
A radar study conducted on March 8, 1976 showed an
85th percentile vehicular speed of 40.7 MPH. The
calculated safe stopping distance for the westbound
approach is 362 feet based on wet pavement and the
85th percentile approach speed. Similar calcula-
tions for the eastbound approach is.335 feet. The
westbound approach is safe. The eastbound is mar-
ginal. by 82 feet. The calculated safe speed on the
reverse curve, eastbound approach, is 38.2 MPH
based on the constructed alignment radius of 390 feet
at the centerline of the eastbound lane of travel.
Results of a 24 hour traffic count taken on March 4,
1976 showed the major street vehicle volume to be
1,255 vehicles, while the minor street volume is
490. The intersection highest eight -hour average is
131 vehicles per hour, while the minor street eight -
hour average is 42 vehicles per hour. The Multiway
Stop Warrant was not met based on this count and the
criteria of 500 per hour and 200 per hour minimums
in the respective instances.
The accident history at the subject intersection is
as follows:
Year
1976
(thru 2-29)
1975
No. of Accidents Injuries
l 1
NONE
Type
Side Swipe
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P_
u
E
Traffic Committee.Meeting
3-76
Year
1974
1973
1972
No, of Accidents Injuries
1
NONE
RNINIi?
Type
1 Head -On
Neither accident was correctable by installation of
multiway stop signs. The recent side swipe involved
a left turning vehicle and illegal passing motorcycle.
The head on in 1972 occurred some distance west of
the intersection involving an illegal passing movement
on the curve.
Using County of Los Angeles criteria for a multiway
stop sign installation, the predicted accident rate
would be 0.2 accidents per year. With the experience
rate of correctarl.e accidents at 0, this intersection
not rated haznr6ous by County standards.
A traffic study reported in the Traffic Committee Minutes
for June 19, 1973, indicated essentially the same find-
ings and a denial for multiway stop signs at this inter
section. .Additional recommendations at that time were
to trim shrubs in right-of-way at the side lot on the
corner of the property at 601 South Charvers Avenue;
and the posting of a 30 MPH advisory at the westbound
curb in advance of the reverse curve west of Charvers
Avenue intersection.
Staff Recommendation:
1) That the request for multiway stop signs at the
subject intersection be denied.
2) That shrub and tree growth in the right-of-way
adjacent to the south curb on Cortez Street
west of Charvers Avenue be trimmed to Municipal
Code Standards for a distance of 250 feet from
BCR.
3) That a W9 advisory intersection warning sign be.
placed on the eastbound right-of-way on Cortez
Street approximately 300 feet west of the Charvers
Avenue approach.
Traffic Committee Recommendation:
Approve the staff's recommendation.
- 13 -
MULTIWAY STOP WARRANTS
A.
Date of Traffic Count 3-4 -- o
-rsection of yr f•
r t-
VOLUME WARRANT SATISFIED NOT SATISFIED
1, 500 or more vehicles per hour (average)
entering intersection from all approaches
for any eight hours, and % 3
2 200 or more combined vehicles and pedestrians
per hour (average) entering intersection from
minor street for same eight hours, with-Z
3. An average delay to minor street vehicular
traffic of at least 30 seconds per vehicle
during the maximum hour.
SEVENTY PERCENT WARRANT SATISFIED NOT SATISFIED C
When the 85-percentile approach speed of
the major street traffic exceeds 40 mph,
the minimum vehiclular volume warrant is
70 percent of the above requirements. 0,
ACCIDENT WARRANT _ _ SATISFIED NOT SATISFIED X
I
Fi,7e or -pore accidents of types susceptible I
of correction by multiway stops within a
twelve=month period.
. I
INTERIM MEASURE WARRANT SATISFIED NOT SATISFIED X
i
Where traffic signals are warranted
and urgently needed.
i
i
Form TS-9 Rev. 7/73
1
Traffic Committee Meet#
December 15, 1992
II. REQUEST:
City initiated.
THAT THE PLANS FOR ADDITIONAL REGULATORY AND DIRECTIONAL
SIGNS AT AND ABOUT THE CIVIC CENTER PARKING STRUCTURE BE
APPROVED.
The request was prompted by two unrelated conditions. One condition concerns
repeated violations of the regulations at or about the south entrance to the parking
structure. The other condition is regarding the need for Metrolink parking.
There has been occasional confusion for vehicle operators at the south entrance to the
parking structure regarding both the vehicle height limitation and directional conflicts.
The intersection of the driveway to the south side of the Civic Center parking
structure and Sunset Avenue is controlled by a traffic signal. The entrance to the
parking structure is posted with a 6 foot 6 inch height limitation. The east and
westbound lanes for this driveway to the structure are separated by a raised median
island. It is not uncommon for vehicles to violate this height limitation and even
become wedged under the structure. It is also not uncommon for vehicles turning left
into the driveway from northbound Sunset Avenue to enter the exit lanes to the left of
the raised median island.
Although there are existing signs denoting the height limitation and directing vehicle
operators to the entrance side of the driveway, these signs are apparently not visible
enough. Suspending the signs over the drive .approach will increase visibility. This is
particularly true for the height limitation because this sign can be suspended at six.
foot, six inches. Overheight vehicles will strike the sign prior to colliding with the .
parking structure.
The City has requested Proposition "C" funds to designate 100 parking stalls for
Metrolink parking. These parking stalls will be located in the northern portion of the
top level of the Civic Center parking structure. During .peak parking demand hours
this area experiences little or no usage. However, additional directional signs will be
necessary to direct the public to this area as well as to the Metrolink Shuttle stop on
Sunset Avenue.
The attached drawings denote the proposed regulatory and directional signs. The
most complex installation is shown on the detailed drawing of the entrance to the
driveway viewed from the traffic signal on Sunset Avenue. The entrance and height
limitation signs are suspended from a steel portal 12 feet in height. The other two
plan. drawings detail the locations of other signs related to the height limitation and
Metrolink parking and shuttle stop.
The Building Department should review these plans prior to approval.
STAFF RECOMMENDATION:
THAT THE PLANS FOR ADDITIONAL REGULATORY AND DIRECTIONAL
AT AND ABOUT THE CIVIC CENTER PARKING STRUCTURE BE
APPROVED.
TRAFFIC COMMITTEE DISCUSSION:
The Building Department has reviewed the proposed signage and clearance
requirements for the structure and is in agreement with the attached plans.
TRAFFIC COMMITTEE RECOMMENDATION:
THAT THE PLANS FOR ADDITIONAL REGULATORY AND. DIRECTIONAL
AT AND ABOUT THE CIVIC CENTER PARKING STRUCTURE BE
APPROVED.
- 15 -
STRUCTURE
i
DO NOT ENTER; ENTRANCE
I 6'9" GARAGE CLEARANCE
12_' 10' 12' 6'91.
MEDIAN
ZPOLES TO BE
STREETSCAPE GREEN
i
�` CITY OF WEST COVINA
. ENGINEERING DEPT.
CIVIC CENTER
DRIVE APPROACH
SIGN
DRAWN BY: KAS SCALE: NONE
CHECKED. BY:DLN JDATE., 11-25-92
REVISION APPROVED 'BY JDATE
a
THE PLAZA
�y CIVIC CE14TER
32' POLE
r-CASLE OR PIPE
C?VIC CFj TER MG'7ROLINk
PARKING STURCTURE SffJTTLE STOP
EtrRANCE 6'9' MAY
AVI
4 t
LOOP
�'- CLEARANCE
METROLINI
SHUTTLE PARING
TOP LEVEL
ROUND
METROLINK G COURT
HOUSE
PARKING TOP LEVEL
PUBLIC PARKING
Z
•
CITRUS COURT
CITv OFFICES
LOWER , ..L
(GATE) (GATE
LOOP AVI 1r
CDi R. OL �-
CITY OF WEST'COVINA
ENGINEERING DEPT.
CIVIC CENTER
DRIVE APPROACH
DRAWN BY: KAS SCALE: NONE
CHECKED BY: DLN DATE: 11-23-92
DRAWING NO.
REVISION JAPPROVED BY I DATE I A-000
j
!
- 17 -
i
=1
METROLINK
PARKING
FREE SHUTTLE
SERVICE TO
BALDWIN PARK
STATION
Y MOUNT ON
LIGHT POLE
CITY OF WEST COVINA
ENGINEERING DEPT.
CIVIC CENTER
METROLINK PARKING
. LOCATION
DRAWN BY; AAR SCALE: NONE
CHECKED BY: DLN DATE: 12-03-92
VISION IAPPROVE❑
Traffic .Committee Meet
December 15, 1992
11 '
City initiated.
THAT LEFT -TURN LANES BE INSTALLED ON THE EAST AND
WESTBOUND APPROACHES OF LA PUENTE ROAD TO SENTOUS
The Engineering. Department is preparing plans and specifications for the installation
of a traffic signal at the intersection of La Puente Road and Sentous Avenue. This
intersection is under the joint jurisdiction of West Covina and Los Angeles County.
Specifically, the southwest quadrant of this intersection is under Los Angeles County
jurisdiction.
The Los Angeles County Department of Public . Works has completed the first check
of the construction plans. They have requested a number of changes. The most
dramatic is the .installation of left -turn lanes on the east and westbound approaches of
La Puente Road. The installation of left -turn lanes can reduce the frequency of left -
turn and rear -end collisions. Unfortunately, as has been the case with most other
intersections parking must be prohibited along the approaches to this intersection to
provide the additional width necessary to install a left -turn lane.
Parking is already restricted along the north side of La Puente Road at Sentous
Avenue. However, there is a-bike-iane- five feet in width along the north side of La
Puente abutting these parking restrictions. The south side of La Puente Road has a 13
foot wide bike lane existing. The relatively wide bike lane is necessary because
parking is permitted. The 13 feet provides an 8 foot parking lane and a 5. foot wide
bike lane. Parking will have to be prohibited on the south side of La Puente Road
east and west of Sentous to provide the additional width for the left -turn lanes and .
still maintain a 5 foot wide bike lane.
Staff has prepared a striping plan providing the east/west left -turn lanes on La Puente
Road at Sentous. The plan will require parking restrictions along the south side of La,
Puente Road a distance of 370 feet east of Sentous. Six single family homes in West
Covina- will lose their abutting on -street parking privileges. Parking will also be
restricted along the south side of La Puente Road west of the intersection. However,
the Los Angeles County staff said that they would inform those residents.
Staff is presently conducting a postcard survey of the affected residents along the
south side of La Puente Road east of Sentous Avenue.
STAFF RECOMMENDATION:
THAT. THE REQUEST BE HELD OVER,
TRAFFIC COMMITTEE RECOMMENDATION:
THAT THE REQUEST BE HELD OVER.
- 19 -
wrcAcm.r
Traffic Committee Meetino
December 15, 1992
IV. REQUEST:
Donna Rhone, 1329 West Yarnell
THAT AN EAST/WEST LEFT -
INTERSECTION OF FRANCIS
101 Q1
0
West Covina 91790.
PHASE BE INSTALLED AT THE
) AVENUE WITH SUNSET AVENUE.
This is the intersection of a major larterial and a minor arterial street. Sunset Avenue
is the principal arterial with 80 feet of pavement curb -to -curb. The north and
southbound approaches to this intersection have two 5 foot wide bike lanes, a left -turn
lane and four travel lanes. The east and westbound approaches of Francisquito
Avenue to Sunset Avenue have 66 feet and 75 feet of pavement curb -to -curb,
respectively. Each approach provides four travel lanes and a left-tum lane. This is a
signalized intersection with an existing left -turn phase on the north and southbound
approaches.. There is no left-tum phase on the east and westbound approaches of
Francisquito Avenue to Sunset Avenue.
The recently recorded average daily traffic volumes at this intersection are as follows:
Street
Approach
* ADT
Sunset Avenue
Northbound
9,540
Sunset Avenue
Southbound
10,280
Francisquito Avenue
Eastbound
11,233
Francisquito Avenue
Westbound
7,850
* Average Daily Traffic Volume
The following accident history lists
from January 1990 through Septe
all left -turn collisions reported at this intersection
Imber 1992.
Type of Collision
Date
Approaches
Injuries
Left -Turn
02/ 19/90
East/West
2
Left -Turn
03/02/90
.
East/West
1
Left -Turn
05/28/90
East/West
1
Left -Turn
06/03M
East/West
0
Left -Turn
10/ 16/91
East/West
2 .
Left -Turn
11/20/91
North/South .
0
Left -Turn
03/ 14/92,
East/West
0
Left -Turn
09/09/921
North/South
0
- 20 -
trafficA=1n.mp
Traffic Committee Mee*
December 15, 1992
IV. FINDINGS (Continued)
According to the California Traffic Manual: .
"Protected left -turn phases should be considered where such alternatives cannot
be utilized, and one or more of the following conditions exist:
1. Accidents. Five or more left -turn accidents for a particular left -
turn movement during a recent 12-month period.
2. Delay. Left -turn delay of one or more vehicles which were
waiting at the beginning of the green interval and are still
remaining in the left -turn lane after at least 80 % of the total
number of cycles for one hour:
3. 'Volume. At new intersections where only estimated volumes
are available, the following criteria may be used. For a
pretimed signal or a background -cycle -controlled actuated
signal, a left -turn volume of more than two vehicles per
approach per cycle for a peak hour; or for a traffic -actuated
signal,. 50 or more left -turning vehicles per hour in one direction
with the product of the turning and conflicting through traffic
during the peak hour of 100,000 or more.
4. Miscellaneous. Other factors that might be considered, include
but are not limited to impaired sight distance due to horizontal
or vertical curvature, or where there is a large percentage of
buses and trucks."
A review of the accident history reveals that the first warrant is not satisfied. There
have been no more than four east/west left -turn collisions recorded at this intersection
during any recent 12-month period.. Staff completed manual counts of all traffic in
this intersection during the peak hours. The second warrant is not satisfied. The
following tabulation is in accordance with the third or volume warrant.
Eastbound Turning Left
Westbound Through
Product
82
381
31,242
Westbound Turning Left
Eastbound Through
Product
57
550
31,350
The product warrant does not satisfy the minimum standard 100,000 for determining
excessive delay to turning vehicled.
Vehicle operators may feel more secure while executing a left -turn when a left -turn
phase or green arrow indication is existing. However, this can be a false sense of
security'. Even withprotected left -turn phases some left -turn collisions still occur
because the red signal indications on the conflicting approaches are not always
effective in stopping vehicles. Moreover, the installation of a protected left -turn
phases will increase delay on conflicting approaches and thereby increase the
probability of rear -end type collisions.
STAFF RECOMMENDATION:
THAT THE REQUEST BE DENIED.
TRAFFIC COMMITTEE RECOMMENDATION:
THAT THE REQUEST BE DENIED.
21 -
wrK:a«92.�
Traffic Committee Meetino
December 15, 1992
u
V. REQUEST:
Phyllis McDonald, Principal,
Covina 91790
School, 1120 South Valinda Avenue, West
THAT THE EXISTING LEFT -TURN POCKETS ON THE NORTH AND
SOUTHBOUND APPROACHES OF -VALINDA AVENUE TO MERCED
AVENUE BE REINSTALLED i T THE. CENTERLINE OF VALINDA
AVENUE.
FINDINGS:
The request was submitted by the! Principal of the Merlinda School and is
accompanied by a petition with 130 signatures. The request was prompted by a
shortage of parking on the east side of Valinda Avenue abutting the Merlinda School.
The parking problems are accompanied by vehicle vs. pedestrian conflicts and occur
before and after the school session.
On May 19, 1992, the Traffic C
of left -turn pockets on the north
Between January 1, 1989 and D
collisions and 29 injuries reports
turn pockets on the north and sc
installation of left -turn pockets
see oncoming traffic before exec
left -turn collisions. Left -turn pc
increase intersection capacity. "
southbound approaches to this it
to say that curb parking had to 1
north and south of Merced Avei
Staff prepared two alternative re
left -turn pockets along the north
primary difference between thos
along the west side of Valinda A
installed to the east of the center
required the extension of the prc
intersection along the east side.
along the west side, appeared to
family homes would lose all thei
residences losing their on -street
for on -site parking. Unfortunate
abutting curb parking. The inst;
during August of this year.. The
reported subsequent to the instal
reviewed and recommended the installation
id southbound approaches to Merced Avenue.
:tuber 31, 1991, there were 27 north/south left turn
during a twelve-month period. There were no left-
lbound approaches to this intersection. The
erally increases the ability of vehicle operators to
ing a left -turn and thereby mitigate the incidence of
:ets can also reduce delay, rear -end collisions and
addition of a left -turn pocket along the north and
rsection required additional traveled way. This is
prohibited alongthe east side of Valinda Avenue
iannelization plans, both of which would provide
nd southbound approaches to this intersection. The
plans was that one plan allowed parking to remain
enue. In this alternative, the left -turn pockets were
ne of Valinda Avenue. _ This alternative also
osed parking prohibitions farther from the
'he plan, which allowed curb parking to remain
ie the most attractive alternative. Only four single
abutting on -street parking. privileges. The four
irking privileges have relatively large paved areas
y, the Merlinda School would lose 225 feet of
lation of north/south left-turn.pockets was completed
have been no north/south left -turn collisions
,lion of these left -turn pockets.
According to the school administration, the loss of the 225 feet of curb parking has
dramatically increased the number of vehicle vs. pedestrian conflicts before and after
school. Generally, each passenger vehicle will utilize from 20 to.22 feet of curbline
for parking. This means that approximately 10 to 11 passenger vehicles can be
parked along 225 _ feet of curbline.
On November 17, 1992 the Tra
"A" which centers the left -turn
to 10 feet.. This plan minimize
relocate the left -turn pockets.. ]
west side of Valinda Avenue. '
Valinda will lose on -street park
Valinda south of Merced. Avem
c Committee reviewed a new channelization Plan
ie and narrows the width of the inside through -lanes
e total amount of restricted parking necessary to
wever, Plan "A" requires parking restrictions on the
ree single family residences abutting the west side of
;. Two single family residences on the east side of
will have :their on -street parking restored.
v.trr:a«vz.MP
- 22 -
Traffic Committee Meetif
December 15, 1992.
V. FINDINGS (Continued)
Complaints of potential traffic conflicts involving vehicles and students at or about
school sites are common throughout the City. Because of reduced student busing, the
closure of several area schools and the consolidation of the student population at
fewer sites, the potential for vehicle vs. pedestrian conflicts has increased at many
schools in West Covina.
There are 35 parking stalls and a 25-foot wide one-way circulation lane on the
Merlinda School property:. As is the case at many other schools, these on -site parking
areas are generally filled to capacity with staff vehicles. This forces the private
passenger vehicles transporting. students to and from school to park along the abutting
public streets. Students loading and unloading from vehicles and/or crossing Valinda
Avenue a street whose critical approach speed is 42 mph is not the optimum scenario.
However, similar conditions are not uncommon at other schools within the City.
The residences abutting the proposed parking restrictions along the west side of
Valinda Avenue were notified about the Traffic Committee meeting. One resident
attended and objected to losing the parking abutting her residence. This resident felt
that students should be picked up and dropped off by parents on school property.
Staff has proposed a Plan "B" which also provides for left -turn lanes on the north and
southbound approaches of Valinda Avenue to Merced Avenue. However, staff has
made some modifications to reduce the length of the parking restrictions necessary
along the west side of Valinda Avenue. Specifically, the southbound left -turn lane is
somewhat off set from center and the length of the centerline or double yellow
reversal reduced to 60 feet. These changes reduced the amount of the necessary
parking restrictions along the west side of Valinda Avenue north of Merced Avenue.
According to Plan "B" the resident attending the November Traffic Committee
meeting will have 35 feet of curb parking remaining directly in front of his residence.
Specifically, the proposed parking restrictions along the west side of Valinda Avenue
will terminate at the drive approach to his residence at 1135 Valinda Avenue.
In light of the considerable response against the existing parking restrictions, it may
be prudent to reinstall. the left -turn pockets according to Plan "B" so that they are
centered along Valinda Avenue and restore the parking abutting the school property.
STAFF RECOMMENDATION:
THAT PARKING BE PROHIBITED ALONG THE EAST SIDE OF VALINDA
AVENUE FROM 103 FEET NORTH OF MERCER AVENUE TO 253 FEET
SOUTH OF MERCED AVENUE.
THAT PARKING BE PROHIBITED ALONG THE WEST SIDE OF VALINDA
AVENUE FROM 190 FEET NORTH OF MERCED AVENUE TO 162 FEET
SOUTH OF MERCED AVENUE.
THAT LEFT -TURN POCKETS BE INSTALLED ACCORDING TO PLAN "B"
ON THE NORTH AND SOUTHBOUND APPROACHES OF VALINDA
AVENUE TO MERCER AVENUE.
THAT PARKING Ts BE INSTALLED ALONG THE EAST SIDE OF VALINDA
AVENUE FROM 103 FEET NORTH OF MERCED AVENUE NORTH TO
MERLINDA STREET AND ON MERLINDA STREET FROM VALINDA
AVENUE EAST TO ENIILY DRIVE.
- 23a -
"ffic:ckc92.mp
Traffic Committee Meetinjo
December 15, 1992
V. FINDINGS (Continued)
1KArrll, %-VMMlI I EZ MEA-UMMkANVA11VfN:
THAT PARKING BE PROHIBITED ALONG THE EAST SIDE OF VALINDA
AVENUE FROM 103 FEET NORTH OF MERCED AVENUE TO 253 FEET
SOUTH OF MERCED AVENUE.
THAT PARKING BE PROHIBITED ALONG THE WEST SIDE OF VALINDA
AVENUE FROM 190 FEET NORTH OF MERCED AVENUE TO 162 FEET
SOUTH OF MERCED AVENUE.
THAT LEFT TURN POCKETS �BE INSTALLED ACCORDING TO PLAN "B"
ON THE NORTH AND SOUTHBOUND APPROACHES OF VALINDA
AVENUE TO MERCED AVENUE.
THAT PARKING Ts BE INSTALLED ALONG THE EAST SIDE OF VALINDA
AVENUE FROM 103 FEET NORTH OF MERCED AVENUE NORTH TO
MERLINDA STREET AND ONE MERLINDA STREET FROM VALINDA
AVENUE EAST TO ENIILY DRIVE.
- 23b -
aft:easz.rM
PLAN
60' TAPER
100' TAPER
!0'
/ a0: f
/ Wi f
""�`"'E`I'�`LANE
LEFT TUN
POCK
MERE I NDA SCH00
LINEYELLOW
DOLBLE
I .
I
ABUTTING BL1100L TO BE REMOVED
i
I I
[1005
VALINDA "
ae• ffw ea• /IIISTRO PARWlw 1 I
RnIRICTlIa! 10 RO4IW
h i 1 e sI
947 I I
I I
cli N m m I I
1 I
0. kowl Ir
I1
I 0 f
/B0• TAPER Bo 1. _
/ 40: 1 - 0 REVERSAL D.t.
TAPER I20• �'y� z
O LJ / 40:1 - M.L.L.757
W
Q
9 V 9
pp• 120'
fEVERSAL TAPER / 00: 1
/gyp; t DOUBLE
.
DOUBLE YELLOW DOUBLE YELLOW
SLOW
/ WMITE LANE LINE
/80: ! INITE
LANE LINE
-
N
O
. to N
N m
.
�y
N
N
.Ni .N..
.
1004
fMR nrn� PAplIM
move se• 0:
BYRIT/
W t
NOITRICTO PANAfING
--
————
..................:
--— — — — — —— --
....................................... _
.sl —
— —
— — — — — — — — — —
— — — — — — — — — — — — —
N
I
Traffic Committee Meeting
November 17, 1992
I. REQUEST:
Phyllis McDonald, Principal, Merlinda School, 1120 South Valinda Avenue, West
Covina 91790
TIIAT TIIE EXISTING LEFT -TURN. POCKETS ON TIIE NORTII AND
SOUTIIBOUND APPROACHES OF VALINDA AVENUE TO MERCED
AVENUE BE REINSTALLED AT TIIE CENTERLINE OF VALINDA
AVENUE.
FINDINGS:
The request was submitted by the Principal of the Merlinda School and is
accompanied by a petition with 130 signatures. The request was prompted by a
shortage of parking on the east side of Valinda Avenue abutting the Merlinda School.
The parking problems are accompanied by vehicle vs. pedestrian conflicts and occur
before and after the school session.
On May 19, 1992, the Traffic Committee reviewed and recommended the installation
of left -turn pockets on the north and southbound approaches to Merced Avenue.
Between January 1, 1989 and December 31, 1991, .there were 27 north/south left turn
collisions and 29 injuries reported during a twelve-month period. There were no left -
turn pockets on the north and southbound approaches to this intersection. The
installation of left -turn pockets generally increases the ability of vehicle operators to
see oncoming traffic before executing a left -turn and thereby mitigate the incidence of
left -turn collisions. Left -turn pockets can also reduce delay, rear -end collisions -and
increase intersection capacity. The addition of a left -turn pocket along the north and
southbound approaches to this intersection required additional traveled way. This is
- to say that curb parking had to be prohibited along the east side of Valinda Avenue
north and south of Merced Avenue.
Staff prepared two alternative rechannelization plans, both of which would provide
left -turn pockets along the north and southbound approaches to this intersection. The
primary difference between those plans was that one plan allowed parking to remain
along the west side of Valinda Avenue. In this alternative, the left -turn pockets were
installed to the east of the centerline of Valinda Avenue. This alternative also
required the extension--of-the -proposed parking prohibitions farther from the
intersection along the east side. The plan, which allowed curb parking to remain
along the west side, appeared to be the most attractive alternative. Only four single
family homes would lose all their abutting on -street parking privileges. The four
residences losing their on -street parking privileges have relatively large paved areas
for on -site parking. Unfortunately, the Merlinda School would lose 225 feet of
abutting curb parking. The installation of north/south left -turn pockets was completed
during August of this year. There have been no north/south left -turn collisions
reported subsequent to the installation of these left -turn pockets. _
According to the school administration, the loss of the 225 feet of curb parking has .
dramatically increased the number of vehicle vs. pedestrian conflicts before and after
school. Generally, each passenger vehicle will utilize from 20 to 22 feet of curbline
for parking. This means that approximately 10 to 11 passenger vehicles can be
parked along 225 feet of-curbline.
Staff has prepared a new channelization Plan "A" which centers the left -turn lane and
narrows the width of the inside through -lanes to 10 feet. This plan minimize the total
amount of restricted parking necessary to relocate the left -turn pockets: However,
parking. restrictions will be necessary on the west side of Valinda Avenue. Three
_single family residences abutting the west side of Valinda will lose on -street parking.
The residence on the southwest corner will lose its on -street parking on Valinda,
however,this residence fronts on Merced Avenue where parking is permitted. Two
single family residences on the east side of Valinda south of Merced Avenue will have
their on -street parking restored.
25 -
trefr¢:wY92."V
Traffic Committee Meeting*
November 17, 1992
I. Phyllis McDonald, Principal, Merlinda School - Continued
Complaints of potential traffic conflicts involving vehicles and students at or about
school sites are common throughout the City. Because of reduced student busing, the
closure of several area schools and the consolidation of the student population at
fewer sites, the potential for vehicle vs. pedestrian conflicts has increased at many
schools in West Covina.
There are 35 parking stalls and a 25-foot wide.one-way circulation lane on the
Merlinda School property. As is the case at many other schools, these on -site parking
areas are generally filled to capacity with staff vehicles. This forces the private
passenger transporting students to and from school to park along the abutting public
streets. Students loading and unloading from vehicles and/or crossing a street whose
critical approach speed is 42 mph is never the optimum scenario. However, these
conditions are not uncommon at other schools within the City.
In light of the considerable response against the existing parking restrictions, it may
be prudent to reinstall the left -turn pockets so that they are centered along Valinda
Avenue and restore the parking abutting the school property.
STAFF RECOMMENDATION:
TIIAT PARKING BE PROHIBITED ALONG THE EAST SIDE OF VALINDA
AVENUE FROM 103 FEET NORTH OF MERCED AVENUE TO 253 FEET
SOUTH OF MERCED AVENUE. — - -
TIIAT PARKING BE PROIIIIZITED ALONG THE WEST SIDE OF VALINDA
AVENUE FROM 260 FEET NORTH OF MERCED AVENUE TO 162 FEET
SOUTII OF MERCED AVENUE.
TIIAT LEFT -TURN POCKETS BE INSTALLED ACCORDING TO PLAN "A"
ON THE NOR17II AND SOUTHBOUND APPROACHES OF VALINDA
AVENUE TO MERCED AVENUE.
THAT PARKING Ts BE INSTALLED ALONG TIIE EAST SIDE OF VALINDA
AVENUE—TROM 103 FEET NORTII-OF MERCED AVENUE NORTIi TO
MERLINDA STREET AND ON MERLINDA STREET FROM VALINDA
AVENUE EAST TO EMILY DRIVE.
TRAFFIC COMMITTEE DISCUSSION:
The residents who live on the west side of Valinda feel that the problem is correctable
through changes to the school district property. They feel that the school district
could allow drop-off and pick-up and bus access on school district property. With
allowing this access, it will not be necessaryfor vehicles to park on Valinda Avenue
to drop-off an&pick-up children.
TRAFFIC COMMITTEE RECOMMENDATION:
THAT THE REQUEST BE HELD OVER FOR FURTHER STUDY.
- 26 -
V4ffie:rWV92.rep
MERLINDA SCHOOL
12' 6 PANQ16 IEBTIaCit1
b irrra mcpm 7D NE PSOMMM
Iloor,
VALINDA
II�L
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-- !� _--———— ————————— — — — —�
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AVENUE
rn
I
VALINDA 6 MERCED =I
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NORTH/SOUTH LEFT TURN POCKETS
. ttt� ► ar I a 1.
otta_ r i ems• s. I
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i SmEr" or SH r M Nc. SZ3 —C I I