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02-02-1993 - Traffic Committee Minutes - 01/19/93City of West Covina Memorandum TO: City Manager and City Council FROM: David L. Nelson, Secretary SUBJECT: TRAFFIC CONEMT= MINUTES AGENDA ITEM NO. c-6 DATE February 2, 1993 Attached are the Minutes of the Traffic Committee Meeting held on January 19, 1993. David L. Nelson, Secretary Traffic Committee DLN: cn . Attachments ti i REGUAk MEETING OF THE TRAFFIC CW[MITTEE CITY OF WEST COVINA TUESDAY, JANUARS.' 19, 1993 POLICE DEPARTMENT CONFERENCE ROOM PRESENT: Chief Holmes, Cmdr. Gannon, Lt. Heaton and David L. Nelson. GUESTS: Mrs. Jack Wong and Mr. Chuck Lau. I. REQUEST: City initiated. ENGINEERING AND TRAFFIC SURVEY FOR CORTEZ STREET BETWEEN CITRUS STREET AND GRAND AVENUE. SUMMARY: This study will only include the 1.3 mile segment of Cortez Street between Citrus Street and Grand Avenue. The remaining segments of Cortez Street between Azusa Avenue and Citrus Street were reviewed during August 1992. The effective enforcement of posted speed limits with radar on certain streets requires that an Engineering and Traffic Survey must have been completed within ,the previous five years. a. Prevailing Speeds 1992 1992 Posted Speed Recommended Limits 85% Pace Limit Speed Limit Citrus to 39 mph 30 - 39 35 mph 35 mph Barranca Barranca to 41 mph 25 - 34 35 mph 35 mph Grand TRAFFIC COMMITTEE RECOMMENDATION: THAT THE SPEED LIMIT ON CORTEZ STREET FROM CITRUS STREET TO THE EASTERN CITY LIMIT BE RETAINED AT 35 MPH. THAT CURVE WARNING SIGNS BE INSTALLED IN ADVANCE OF THE CURVE 288 FEET IN LENGTH WITH A 350 FOOT RADIUS AND BEGINNING 1029 FEET WEST OF BARRANCA STREET. THAT CURVE WARNING SIGNS BE INSTALLED IN ADVANCE OF THE THREE CONSECUTIVE 400 FOOT RADIUS CURVES WITH A DOUBLE REVERSAL AND A TOTAL LENGTH OF 1257 FEET AND BEGINNING 1064 FEET EAST OF BARRANCA STREET. II. REQUEST: Gayle Cruz, 509 North Nora, West Covina 91790. THAT WARNING REFLECTORS BE INSTALLED ON NORA AVENUE AT ROWLAND AVENUE. SUMMARY: The request was prompted by westbound vehicles on Rowland Avenue running off the road onto the property at 509 North Nora Avenue. The intersection of Rowland Avenue with Nora Avenue is aligned in a "T" type configuration. The intersection is controlled by a stop sign existing on the westbound approach of Rowland Avenue at Nora Avenue. jan93sum 1 Traffic Committee Meeting January 19, 1993 II. Gayle Cruz - Continued • THAT A "DOUBLE HEAD ARROW" WARNING SIGN (W-56 BE INSTALLED ON NORA AVENUE AT ROWLAND AVENUE. III. REQUEST: Tim Valles, General Manager, 1840 THAT PARKING ON GARVEY AN AUTOMOBILE DEALERSHIP EAS HOURS. SUMMARY: The request was prompted by vehicles South abutting the Nissan Dealership. convenient parking abutting the dealers parking restrictions abutting business a owners or managers. Garvey Avenue South, West Covina 91791. qUE SOUTH ABUTTING THE NISSAN OF AZUSA AVENUE BE LIMITED TO 2 parking for long durations along Garvey Avenue Patrons of the dealership have had problems finding hip. The City has in the past established limited rid commercial property when requested by the THAT A 2 HOUR PARKING LIMITATION BE INSTALLED ALONG THE NORTH AND SOUTH SIDES OF GARVEY AVENUE SOUTH ABUTTING THE NISSAN DEALERSHIP. IV. REOUEST: City initiated. THAT LEFT -TURN LANES BE SOUTHBOUND APPROACHES AVENUE. THAT PARKING BE PROHIBIT] AVENUE BETWEEN IDAHOME SUMMARY: TALLED ON THE NORTH AND LARK ELLEN AVENUE TO WORKMAN ALONG THE EAST SIDE OF LARK ELLEN BEET AND VERNESS STREET. Staff now has reviewed the accident records for the first eleven months of 1992. These accident records have revealed locations where the installation of or modification to traffic control devices will reduce the accident frequency. The accident history for the intersection of Lark Ellen Avenue and Workman Avenue reveals an excessive frequency of north/south left -turn type collisions. THAT LEFT -TURN LANES BE INSTALLED ON THE NORTH AND SOUTHBOUND APPROACHES OF LARK ELLEN AVENUE TO WORKMAN AVENUE. THAT PARKING BE PROHIBIT: AVENUE BETWEEN IDAHOME I. ALONG THE EAST SIDE OF LARK ELLEN rREET AND VERNESS STREET. r jan93rep ii Traffic Committee Meeting January 19, 1993 V. REQUEST: Charles Hutchison, 1350 South Siesta Avenue, West Covina 91790. - THAT PARKING BE RESTRICTED FOR STREET SWEEPING PURPOSES ON SIESTA AVENUE FROM ITUNI STREET TO 660 FEET SOUTH WEST. SL7yEk1ARY: This is a segment of a residential street bounded by the City Limits at both ends of the proposed parking restrictions. The residents have complained that residents outside the City Limits often park for extended durations on this segment of Siesta Avenue. These parked vehicles make it difficult to sweep the street. A petition was submitted with signatures representing 78 % of the residences affected by the parking restriction. TRAFFIC COMMITTEE RECOMMENDATION: THAT PARKING BE RESTRICTED FOR STREET SWEEPING PURPOSES ON SIESTA AVENUE FROM ITUNI STREET TO 660 FEET SOUTH WEST. VI. REQUEST: Phyllis McDonald, Principal, Merlinda School, 1120 South Valinda Avenue, West Covina 91790. Jack Wong, 1139 S.. 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: This intersection has been reviewed by the Traffic Committee regarding north/south left - turn lanes several times. The Traffic Committee found the number of north/south left -turn collisions to be disproportionately high and increasing in frequency. The Traffic Committee found that the installation of left -turn pockets on the north and southbound approaches to this intersection could reduce accident frequency. TRAFFIC COMMITTEE RECOMMENDATION: THAT PARKING BE PROHIBITED ALONG THE EAST SIDE OF VALINDA AVENUE FROM 155 FEET NORTH OF MERCED AVENUE TO 245 FEET SOUTH OF MERCED AVENUE. THAT PARKING BE PROHIBITED ALONG THE WEST SIDE OF VALINDA AVENUE FROM 135 FEET NORTH OF MERCED AVENUE TO 245 FEET SOUTH OF MERCED AVENUE. THAT THE LEFT -TURN LANES BE INSTALLED ON THE. NORTH AND SOUTHBOUND APPROACHES OF VALINDA AVENUE TO MERCED AVENUE ACCORDING TO THE ATTACHED PLAN "C" . THAT PARKING Ts BE INSTALLED ALONG THE EAST SIDE OF VALINDA AVENUE FROM 135 FEET NORTH OF MERCED AVENUE NORTH TO MERLINDA STREET AND ON MERLINDA STREET FROM VALINDA AVENUE EAST TO EMH.Y DRIVE. iii jan93rep Traffic Committee Meeting January 19, 1993 f VII. REQUEST: City initiated. THAT LEFT -TURN LANES BE INSTALLED ON THE EAST AND WESTBOUND APPROACHES OF LA PUENTE ROAD TO SENTOUS AVENUE. . SUMMARY: 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 traffic signal construction plans and has requested a number of changes. The most significant 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. TRAFFIC COMMITTEE RECOMMENDATION: THAT THE REQUEST BE HELD OYER FOR FURTHER STUDY. VIII. REQUEST: 1 i City initiated. THAT THE MARKED CROSSWALK LOCATED ON THE SOUTH LEG OF THE INTERSECTION OF GLENDORA AVENUE AND WALNUT CREEK PARKWAY BE REMOVED. i SUMMARY: I Most California municipalities have attempted to remove unwarranted marked crosswalks since 1970. The removal of the marked (crosswalk on Glendora Avenue at Walnut Creek Parkway can address two primary safety iconcerns. The first of these is with regard to the higher incidence of pedestrian vs. vehicle conflicts at marked crosswalks.. The second benefit may be a reduction in the frequency of right angle collisions at this intersection. THAT THE REQUEST BE HELD OVER FOR FURTHER STUDY. IX. REQUEST: j ' Baalah F. Drooks, 1632 South St. Malo Street, West Covina 91790. THAT LEFT -TURN LANES BE INSTALLED ON THE EAST AND WESTBOUND APPROACHES OF MERCED AVENUE TO CALIFORNIA AVENUE. SUMMARY: This intersection has a history of east/west left -turn collisions. The installation of east/west left -turn lanes can reduce the frequency, of left -turn collisions at this intersection. Staff has designed a channelization plan providing -left-turn lanes on the east and westbound approaches: THAT THE REQUEST BE HELD FOR FURTHER STUDY. jan93rcp- iv Traffic Committee Meetilp • January 19, 1993 I. REQUEST: City initiated. ENGINEERING AND TRAFFIC SURVEY FOR CORTEZ STREET BETWEEN CITRUS STREET AND GRAND AVENUE. FINDINGS: This study will only include the 1.3 mile segment of Cortez Street between Citrus Street and Grand Avenue. The remaining segments of Cortez Street between Azusa Avenue and Citrus Street were reviewed during August 1992. The established speed limit along those segments of Cortez Street was retained at 40 mph. . The effective enforcement of posted speed limits with radar on certain streets requires that an Engineering and Traffic Survey must have been completed within the previous five years. The Basic Speed Law, as denoted in the California Vehicle Code, is as follows: "No person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property. " (Amended Ch. 252, State. 1963. Effective September 20, 1963.) The majority of drivers comply with the law but disregard regulations which they consider unreasonable. According to the California State Traffic Manual: "Speed limits should be established preferably at or near the :85 percentile speed, which is defined as that speed at or below which 85 percent of the traffic is moving. The 85 percentile is often referred to as critical speed. Pace speed is defined as the 10-mile increment of speed containing the largest number of vehicles. " "Speed limits set at or slightly below the 85 percentile speed provide law enforcement officers with a means of controlling the drivers who will not conform to what the majority considers reasonable and prudent." "Speed limits higher than the 85 percentile are not generally considered reasonable and safe and limits below the 85 percentile do not facilitate the orderly movement of traffic. Speed limits established on this basis conform to the consensus of those who drive highways as to what speed is reasonable and safe, and are not dependent on the judgment of one or a few individuals. " -1- jan93rep Traffic Committee Meeting• January 19, 1993 j �II 1 I. City initiated - Continued I The following is a summary of the pertinent items required in the Engineering and Traffic Survey. ' i i a. Prevailing Speeds 1992 ! 1992 Posted Speed Recommended Limits 85% Pace Limit Speed Limit Citrus to 39 mph 30 - 39 35 mph 35 mph Barranca Barranca to 41 mph 25 - 34 35 mph 35 mph Grand Approximately 2/3 of these segments of Cortez Street have been recently reconstructed to 40 foot in width curb to curb. The accident history prior to this reconstruction is not pertinent considering the significant change in the road configuration. b. Alignment - The horizontal alignment of the 7000 foot segment of Cortez Street between Citrus Street and Grand Avenue has numerous horizontal curves. There are eleven horizontal curves with radii that range from 140 feet to 732 feet. There are seven tangents connecting some of these curves and reverse curvatures are common. The 1257 foot segment: of Cortez Street between Charvers Avenue and Prospero Drive consists of three 400 foot radius horizontal curves joined at two points of reverse curvature. i A street segment with relatively short radii. curves is more likely to warrant the installation of curve warning signs with speed advisories. According to the California Traffic Manual: "A curve warning sign is used to advise motorists of curvature ahead that requires a lower speed than that which might reasonably be expected. If the curve can be driven at legal speed without discomfort, there is normally no need for a sign. A curve warning sign should be considered in advance of any curve that produces a reading of 10 degrees on a Ball Bank Indicator at speeds lower than the approach speed. If a curve warning sign is needed, it 'should be supplemented with an-, advisory speed message." I Staff has completed a field review of Cortez Street using the Ball Bank Indicator. Four of these eleven horizontal curves produced a reading of 10 on the Ball Bank Indicator when driven at 30 mph. C. Grades - The vertical grades along the centerline of the pavement vary from a -5.26% to a +6.85%. , d. Roadside Friction - There are single family homes abutting these segments of Cortez Street. There are seven intersections of minor residential streets. Five of these intersections. are configured din a "T" type configuration. Six of these intersections are controlled by stop intersection at Forestdale/Campana multi -way stop sign installation wa Committee meeting. The major in controlled by a multi -way stop and I I I signs on the minor street. approaches. The Flores is controlled by a multi -way stop. This approved at the November 1992 Traffic at Citrus and Barranca Streets are traffic signal, respectively. -2- jan93rep Traffic Committee Meetit • January 19, 1993 I. City initiated - Continued e. Anal, - The Critical approach speeds along Cortez Street between Citrus Street and Barranca Street and between Barranca Street and Grand Avenue are 39 mph and 41 mph, respectively. In the absence of an excessive accident rate, the speed limits would normally be established at 35 mph and 40 mph, respectively. However, if the segment between Barranca Street and Grand Avenue is posted at 40. mph based on the Ball Bank Indicator Test, as many as ten curve warning signs with 35 mph advisories will be warranted. The Traffic Committee has already recommended the installation of a multi -way stop at the intersection of Cortez Street with Campana Flores Drive/Forestdale Drive. As has been the case with other multi - way stop sign installations Stop Ahead warning_ signs and advanced pavement messages will be installed on Cortez Street. Because there are seven horizontal curves along the segment of Cortez Street between Barranca Street and Grand Avenue, much of this segment will be subject to a 30 mph speed advisory. It may be prudent to establish the speed at 35 mph for the entire segment and thereby provide a uniform 35 mph speed limit for the entire length of. Cortez Street from Citrus Street to Grand Avenue. Only curves warranting a 30 mph speed advisory need be posted with curve warning signs. Four of the horizontal curves between Citrus Street and Grand Avenue warrant curve warning signs with a 30 mph speed advisory. STAFF RECOMMENDATION: THAT THE SPEED LIMIT ON CORTEZ STREET FROM CITRUS STREET TO THE EASTERN CITY LIMIT BE RETAINED AT 35 MPH. THAT CURVE WARNING SIGNS BE INSTALLED IN ADVANCE OF THE CURVE 288 FEET IN LENGTH WITH A 350 FOOT RADIUS AND BEGINNING 1029 FEET WEST OF BARRANCA STREET. THAT CURVE WARNING SIGNS BE INSTALLED IN ADVANCE OF THE THREE CONSECUTIVE 400 FOOT RADIUS CURVES WITH A DOUBLE REVERSAL AND A TOTAL LENGTH OF 1257 FEET AND BEGINNING 1064 FEET EAST OF BARRANCA STREET. TRAFFIC COMMITTEE RECOMMENDATION: THAT THE SPEED LIMIT ON CORTEZ STREET FROM CITRUS STREET TO THE EASTERN CITY LIMIT BE RETAINED AT 35 MPH. THAT CURVE WARNING SIGNS BE INSTALLED IN ADVANCE OF THE CURVE 288,FEET IN LENGTH WITH A 350 FOOT RADIUS AND BEGINNING 1029 FEET WEST OF BARRANCA STREET. THAT CURVE WARNING SIGNS BE INSTALLED IN ADVANCE OF THE THREE CONSECUTIVE 400 FOOT RADIUS CURVES WITH A DOUBLE REVERSAL AND A TOTAL LENGTH OF 1257 FEET AND BEGINNING 1064 FEET EAST OF BARRANCA STREET. - 3 - jan93rep Traffic Committee Meetin• January 19, 1993 II. REQUEST: Gayle Cruz, 509 North Nora, We THAT WARNING REFLECTO ROWLAND AVENUE. 40 Covina 91790-. BE INSTALLED ON NORA AVENUE AT FINDINGS: The request was prompted by westbound vehicles on Rowland Avenue running off the road onto the property at 509 North Nora Avenue. The intersection of Rowland Avenue with Nora Avenue is aligned in a "T" type configuration. The intersection is controlled by a stop sign existing on the westbound approach of Rowland Avenue at Nora Avenue. The following is the accident history for the intersection of Rowland and Nora Avenues between January 1; 1988 and November 30, 1992. Date Type of Collision Injury 4-12-91 1 Right Angle No Injury Only one collision has been reported at this intersection during the past five years. Although there were no accidents reported in which a vehicle ran -off -the -road westbound on Rowland Avenue apt Nora Avenue, this is not to say that such accidents did not occur. It is not uncommon for. vehicle operators to flee the scene of a run- off -the -road type accident particularly if their vehicle is still operational. According to the California Traff c Manual a "Double Head Arrow" sign (W-56) may be used on the far side of a "T" intersection in line with, and at right angles to, approaching traffic. The installation of a W-56 warning sign can increase driver awareness of the intersections configuration. STAFF RECOMMENDATION: ' THAT A "DOUBLE HEAD ARROW" WARNING SIGN (W-56) BE INSTALLED ON NORA AVENUE AT ROWLAND AVENUE. THAT A "DOUBLE HEAD INSTALLED ON NORA A' W" WARNING SIGN (W-56) BE AT ROWLAND AVENUE. jan93rep - 4 - Traffic Committee Meet* January 19, 1993 III. REQUEST: Tim Valles, General Manager, 1840 East Garvey Avenue South, West Covina 91791. THAT PARKING ON GARVEY AVENUE SOUTH ABUTTING THE NISSAN AUTOMOBILE DEALERSHIP EAST OF AZUSA AVENUE BE LIMITED TO 2 HOURS. 121101 1► The request was prompted by vehicles parking for long durations along Garvey Avenue South abutting the Nissan Dealership. Patrons of the dealership have had problems finding convenient parking abutting the dealership. It is unknown if these are local employees' vehicles and/or car pools. This segment of Garvey Avenue South is 40 feet in width curb -to -curb. Curb parking is permitted along both the north and south sides of Garvey Avenue. The 40 foot width provides two 12 foot travel lanes and two 8 foot parking lanes. The Nissan Dealership owns property along the north and south sides of Garvey Avenue South. There is 400 feet and 850 feet of curb parking, respectively, abutting the Nissan Dealership along the north and south sides of Garvey Avenue. There is a Toyota Dealership abutting the north side of Garvey Avenue South across from the Nissan Dealership. The general manager of the Toyota Dealership was contacted regarding the proposed limited parking restrictions. He feels that limited parking restrictions are not necessary abutting the Toyota Dealership. The City has in the past established limited parking restrictions abutting business and commercial property when requested by the owners or managers. However, concentrated enforcement of time limit parking restrictions is not possible given the existing staffing. Voluntary compliance is generally the desired benefit. STAFF RECOMMENDATION: THAT A 2 HOUR PARKING LEMTATION BE INSTALLED ALONG THE NORTH AND SOUTH SIDES OF GARVEY AVENUE SOUTH ABUTTING THE NISSAN DEALERSHIP. TRAFFIC COMMITTEE RECOMMENDATION: THAT A 2 HOUR PARKING LMTATION BE INSTALLED ALONG THE NORTH AND SOUTH SIDES OF GARVEY AVENUE SOUTH ABUTTING THE NISSAN DEALERSHIP. - 5 - jan93rep Traffic Committee Meetin, January 19, 1993 IV. REQUEST: City initiated. r THAT LEFT -TURN LANES l8 SOUTHBOUND APPROACH] AVENUE. THAT PARKING BE PROHII ELLEN AVENUE BETWEEN FINDINGS: Staff now has compiled the accii review of the City's accident ma where it is probable that the inst will reduce the accident frequen This is the intersection of two Lark Ellen Avenue and Workn 17,900 and 8,850 and are 60 fi Lark Ellen Avenue has two 11 the north and southbound appr4 approach lane and an 8 foot pa There are no left -turn lanes on The following is a chronological at the intersection of Lark Ellen period between May 1, 1991 and left -turn collisions and 20 associa appears to be an excessive numb( illustration of all reported collisic a INSTALLED ON THE NORTH AND OF LARK- ELLEN AVENUE TO -WORKMAN ALONG THE EAST SIDE OF LARK )ME STREET AND VERNESS STREET. t records for the first eleven months of 1992. A reveals locations with concentration of accidents Ltion of or modification to traffic control devices for arterials and is controlled by a traffic signal. Avenue have average daily traffic volumes of and 40 feet in width curb -to -curb, respectively. )t wide approach lanes and an 8 foot parking lane on hes. Workman Avenue -has one 12 foot wide ,ig lane on the east and westbound approaches. y of the approaches to this intersection. .sting of the reported north/south left -turn collisions venue with Workman Avenue during the 19-month' L14ovember 30, 1992. There were 16 north/south :d injuries reported at this intersection. This of north/south left -turn collisions. Attached is an is during this 19 month period. Date Type Direction of Left -Turning Vehicle Injuries 05-10-91 1 Left -Turn Southbound 0 06-05-91 Left -Turn Southbound 2 09-10-91 Left -Turn Southbound 2 09-25-91 i Left -Turn Southbound 0 11-20-91 Left -Turn Southbound 1 01-08-92 i Left -Turn Northbound 0 02-14-92 Left -Turn Southbound 0 03-18-92 Left -Turn Southbound 2 04-19-92 i Left -Turn Southbound 0 07-01-92 i Left -Turn Southbound 2 07-03-92. Left -Turn Southbound 3 07-06-92 Left -Turn Southbound 0 08-01-92 Left -Turn Northbound 2 08-15-92 Left -Turn Southbound 2 10-05-92 i Left -Turn Northbound 2 11-18-92 i Left -Turn Northbound 2 0 j=93rW 1 6 - Traffic Committee Meetilt January 19, 1993 11 IV. City initiated - Continued The accident history reveals that the frequency of southbound left -turn type collisions was much greater than northbound left -turn type .collisions. The product of the north or southbound left -turn movement and the conflicting traffic through or turning right is a means to gauge the degree of conflict between left -turning vehicles and through traffic. According to the California Traffic Manual, a left -turn phase or green arrow is warranted when this product meets or exceeds 100,000. This warrant assumes that a left -turn lane is already existing. Staff manually recorded the north and southbound vehicle movements during the peak hours. The number of southbound left -turning vehicles and the product with its conflicting movement was, as might be expected, much greater than the northbound left -turn conflict product. The following is the tabulated left -turn product warrant. Southbound Left -Turns Northbound Through and Right Turns Product 75 544 + 86 47,250 Northbound Left -Turns Southbound Through and Right Turns Product 32 526 + 39 18,080 One of the least expensive yet most effective type of traffic controls is channelization. The installation of left -turn lanes can improve vehicle operator sight distance when waiting to execute left -turns.. The installation of left -turn lanes can be a particularly effective accident reduction measure at certain signalized intersections. This intersection falls into this category. The installation of left -turn lanes generally improves. a driver's view of oncoming traffic and can reduce delay, rear -end and left -turn collisions, congestion and increase intersection capacity. The installation of left -turn lanes on Lark Ellen Avenue at Workman Avenue will require additional pavement width. If parking .were prohibited along the east side of Lark Ellen Avenue north and south of Workman Avenue, sufficient room for left -turn lanes would be available. Attached is a channelization plan which will provide left -turn lanes on the north and southbound approaches of Lark Ellen Avenue to Workman Avenue. The locations of the proposed prohibitions are shown on these plans along with the abutting addresses. The proposed left -turn lanes are located east of the centerline of Lark Ellen Avenue. There are four single family homes abutting, the east side of Lark Ellen Avenue between Idahome Street and Verness Street: All four residences are on corner lots and will retain their abutting parking privileges on either Verness, Workman or Idahome. The proposed left -turn lanes are located east of the centerline of Lark Ellen Avenue to avoid installing parking restrictions along the west side where some of the residences have parking only along Lark Ellen. Staff has conducted a postcard survey of the four residences affected by the parking restrictions. Two are in favor of the left -turn lanes and two of the residences did not respond nor could they be contacted in the field. The City is well aware of the inconveniences associated with parking prohibitions abutting residences. However, a review of the accident history for this intersection reveals a clear safety concern that can be expeditiously mitigated'by installing left - turn lanes. Considering the frequency of north/south left -turn collisions and injuries and the fact that.the residences abutting the proposed parking restrictions will still retain parking along the side street frontage, it does not seem prudent to delay for further)response to the postcard survey. -7- jan93rep Traffic Committee Meetinte January 19, 1993 IV. City initiated - Continued STAFF RECOMMENDATION: THAT LEFT -TURN LANES BI SOUTHBOUND APPROACHR AVENUE. THAT PARKING BE PROHI] ELLEN AVENUE BETWEEN 0 INSTALLED ON THE NORTH AND OF LARK ELLEN AVENUE TO WORKMAN ALONG THE EAST SIDE OF LARK )ME STREET AND VERNESS STREET. THAT LEFT -TURN LANES BE INSTALLED ON THE NORTH AND SOUTHBOUND APPROACHES OF LARK ELLEN AVENUE TO WORKMAN AVENUE. THAT PARKING BE PROHIBITED ALONG THE EAST SIDE OF LARK ELLEN AVENUE BETWEEN I,DAHOME STREET AND VERNESS STREET. - 8 - jan93rep WORKMAN LARKELLEN AVENUE ro , b_ 0 ry :235 c . 0. bARK ' a C. p. 13 l%i�l�l��/ //C'C/'5ko t5 Z 5�� u�ies /D f'�►o ehty AVENUE - 9 - CD i PLAN 11 All LARK ELLEN AVENUE m - RESTRICTEI PARKING we G O 1403 1402 = Q z o ,,. a Ognl[ Y(LL0+ uC W}R Ux uwe n^ l_1_ 0 1405 !upsµ or OUB.! RLLP' m m m 1404 Cn ~ Cn w ww zC]- CCF UJ Cr) CITY v E;.XViNA a LARK ELLEN 6 WORKMAN z NORTH/SOUTH LEFT TURN POCKETS 3 "3D. Arwnom ev N PPP wa;_ d7 ors�eem r G.7M .a; N . er eex�rr ro. OLN xe ace o• e � SHEET 2 OF 3 SHEETS PLAN N0. 1262—D Lm Traffic Committee Meeting • January 19, 1993 V. REQUEST: Charles Hutchison, 1350 South Siesta Avenue, West Covina 91790. THAT PARKING BE RESTRICTED FOR STREET SWEEPING PURPOSES ON SIESTA AVENUE FROM ITUNI STREET TO 660 FEET SOUTH WEST. FINDINGS: This is a segment of a residential street bounded by the City Limits at both ends of the proposed parking restrictions. The residents have complained that residents outside the City Limits often store their- vehicles on this segment of Siesta Avenue. These vehicles make it difficult for the street sweeper to sweep the street. The proposed parking restrictions will be in effect on the first and third Monday of each month between the hours of 7:00 a.m. and 3:00 p.m. A petition was submitted satisfying the requirement for signatures representing in excess of 66 % of the affected residences. There are 18 homes along this segment of Siesta Avenue and 14 have signed the petition representing approval by 78 % of the residences. This neighborhood is shown on the attached base map excerpt. STAFF RECOMMENDATION: THAT PARKING BE RESTRICTED FOR STREET SWEEPING PURPOSES ON SIESTA AVENUE FROM ITUNI STREET TO 660 FEET SOUTH WEST. TRAFFIC COMMITTEE RECOMMENDATION: THAT PARKING BE RESTRICTED FOR STREET SWEEPING PURPOSES ON SIESTA AVENUE FROM ITUNI STREET TO 660 FEET SOUTH WEST. jan93rep ON / 1► h � `4 4A� °4 la ti \\ Z S fF?oil 5 0 .ow o� z�Fa I •a, Zee a �� ��' A �� Z '► c KI- o 77 tv (OS 0.4 ° aD m W v° °h 41 6 �'� �► °L J .� s o�t< WOO m � � �r � • 1 ��c d i � ho. 14 Traffic Committee Meet • January 19, 1993 VI. REQUEST: Phyllis McDonald, Principal, Merlinda School, 1120 South Valinda Avenue, West Covina 91790. Jack Wong, 1139 S. 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. FINDINGS: This Traffic `Committee item has a somewhat lengthy history. This intersection has been reviewed by the Traffic Committee regarding north/south left -turn lanes several times during the past year. The initial review was prompted by the Annual Intersection Accident Report for 1990. The following is a chronology of these reviews. The Traffic Committee reviewed the Annual Intersection Accident Report for 1990 at their regular meeting on November 12, 1991. The report is an annual analysis of all the reported traffic collisions at major and minor intersections throughout the City. The intersections are ranked on a list according to the number of accidents that occurred with respect to the number of accidents that generally would be expected given similar conditions at other intersections throughout Los Angeles County. The intersections that exceed the expected number of collisions by 1.6 or 160 % are considered excessive. Merced and Valinda was ranked near the top of this list with a 1.70 excessive accident rate. The appearance of Merced and Valinda with an excessive accident rate prompted an in-depth review of the accident history by the Traffic Committee on March 17, 1992. The Traffic Committee found the number of north/south left -turn collisions to be disproportionately high and increasing in frequency. The accident history for Valinda and Merced is attached. North/south left -turn accidents. are. defined as collisions between north and southbound vehicles in which one vehicle was executing a left -turn. This is a signalized intersection of two minor arterial streets both with 60 feet of pavement curb -to -curb and two travel lanes on each approach. Merced and Valinda Avenues have 9,450 and 19,500 average daily traffic volume, respectively, entering this intersection. The Traffic Committee found that there were no left -turn lanes on the north and southbound approaches to this intersection. The original striping prior to August 6, 1992 is shown on the attached Plan "A". The installation of left -turn lanes generally increases the ability of vehicle. operators to see oncoming traffic before executing a left -turn and thereby reduces the frequency of left -turn collisions. Left -turn lanes can also reduce delay and rear -end collisions and increase intersection capacity. This is not to say that the installation of north/south left -turn lanes is a panacea for left -turn collisions but it is an expedient measure that can reduce the frequency of their occurrence. According to the California Traffic Manual, the installation of a protected left -turn phase, more commonly known as "green arrow", is warranted if there are five or more left -turn type collisions on the same approaches to an intersection during any recent twelve-month period. Considering that between March 22, 1991 and March 5, 1992 there were 12 north/south left -turn collisions with 18 associated injuries reported at Valinda and Merced, it is likely that a protected left - turn may be warranted even after the installation of left -turn lanes. , Staff will continue to monitor the accident experience. at this intersection during 1993. The addition of left -turn lanes 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 north and southbound approaches of Valinda to Merced Avenue to provide the additional pavement width to add the 10 foot wide left -turn lanes and still maintain two north and southbound travel lanes.. As is generally the case with parking prohibitions, the residents affected are contacted and requested to reply in a postcard survey. Staff prepared two alternative rechannelization plans, both of which provided left -turn lanes along the north and southbound approaches to this intersection. - 13 - jen93rep Traffic Committee Meetinle January 19, 1993 VI. Phyllis McDonald and Jack W The primary difference between 1 as attached Plan "B") allowed cu. Avenue. Unfortunately, the plan prohibitions -along the east side o Merced Avenue. On May 19,, 1� installation of north/south left-tur according to the plan shown as a conditions since August 6, 1992. primarily because only four singl parking privileges. These four n parking. Specifically, they each paved driveways leading to their residence located on the northeas Avenue, that residence faces Me unrestricted. Parking was alread residence located on the southeas southeast corner provide an R.T. family gatherings, vehicles could Unfortunately, the Merlinda Schc parking.. However, it was felt th Avenue along the north side of tl The installation of the north/so was completed on August 6, 1-( November 30, 1992 from the request was to relocate the left. remove the parking restrictions letter from the School District students' parents. - Continued ose two alternative plans was that one plan (shown parking to remain along the west side of Valinda also required the extension of the proposed parking Valinda Avenue much farther north and south from 12, the Traffic Committee recommended the lanes on Valinda Avenue at Merced Avenue iched Plan "B". Plan "B" represents the existing The Traffic Committee recommended Plan "B" family homes lost all their abutting on -street ,idences have relatively large paved areas for on -site ave circular drives with dual drive approaches and mr yards and garages. Although one additional corner will lose parking privileges on Valinda ed Avenue where curb parking will remain prohibited along Valinda Avenue abutting the corner. The existing parking restrictions on the ►. bus stop. If additional parking was necessary for ,till park along the west side of Valinda Avenue. it would lose approximately 225 feet of abutting t the students' parents could park on Merlinda campus to load and unload students. left -turn lanes according to the attached Plan "B" Staff received the attached written requested dated Covina Unified School District. Specifically, the i lanes on Valinda Avenue to the west and thereby t were installed abutting the Merlinda School. , The accompanied by a petition signed by 130 of the According to the school administration, the loss of the 225 feet of curb parking has dramatically increased the number of vehicle vs. pedestrian conflicts on Valinda Avenue before and after school. Generally, each passenger vehicle will utilize from 20 to 22 feet of curbline for parking. This means that the school lost approximately 10 to 11 parking spaces. 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, vehicle vs. pedestrian conflicts have increased at many schools in West Covina. There are 35 diagonal parking st lane on the Merlinda School pro: on -site parking areas are general the private passenger vehicles tr, the abutting public streets. Stud, crossing Valinda Avenue, a stree optimum scenario. However, sii within the City. The school adn vehicles to. the public streets and private passenger vehicles in the Is and an abutting 25-foot wide one-way circulation rty. As is the case at many other schools, these filled to capacity with staff vehicles. This forces iporting students to and from school to park along is loading and unloading from vehicles and/or whose critical approach speed is 42 mph, is not the lar conditions are not uncommon at other schools iistration has not been receptive to relocating staff [lowing students to embark and disembark from n-site parking area and circulation lane. The Traffic Committee reviewed more channelization plans during November and December 1992 which centered the left -turn lane and narrowed the width of the inside through -lanes to 10 feet. This plan minimized the total amount of restricted parking necessary to relocate the left-tum pockets. However, that plan required parking restrictions on the west side of Valinda Avenue.. Three single family residences abutting the west side of Valinda will lose on -street parking. Two single family residences on the east side of Valinda south of Merced Avenue will have their on - street parking restored. To mitigate objections from residents on the west side of Valinda Avenue across from the Merlinda School Plan "C" was designed. - 14 - jan93rep Traffic Committee Meet January 19, 1993 VI. Phyllis McDonald and Jack Wong - Continued The resident at 1139 Valinda Avenue will have abutting curb parking for one vehicle just north of their driveway approach. The Merlinda School will have all but 30 feet of the abutting parking restored just north of their southerly drive approach. There is an existing fire hydrant located 15 feet north of this drive approach and, therefore, vehicles should not be parking there at any time. Plan "C"'reduces two of the north/south through lanes to 10 feet in width and offsets the left -turn lanes to the east by one and one-half feet from the centerline of Valinda Avenue. The length of the double yellow striped reversal was also reduced from 90 feet to 60 feet. Staff feels that Plan "C" represents the most equitable choice considering the interests of all concerned. Although a review of the attached accident history shows one north/south left -turn type collision after the installation of the left -turn lane, this is most likely far less than would have occurred without the left -turn lanes. Removing the left -turn lanes and restoring all parking privileges is not a viable alternative. If the north/south left -turn lanes were removed, the excessive frequency .of north/south left -turn collisions and injuries would most likely resume. There would also be a considerable increase in liability exposure to the City. Disputes over parking restrictions are typically associated with the installation of left - turn lanes. Regardless of this consequence, the installation of left -turn lanes at certain intersections is by far the most cost effective modification to the traffic controls relative to the reductions of property damage and injuries. STAFF RECOMMENDATION: THAT PARKING BE PROHIBITED ALONG THE EAST SIDE OF VALINDA AVENUE FROM 155 FEET NORTH OF MERCED AVENUE TO 245 FEET SOUTH OF MERCED AVENUE. THAT PARKING BE PROHIBITED ALONG THE WEST SIDE OF VALINDA AVENUE FROM 135 FEET NORTH OF MERCED AVENUE TO 245 FEET SOUTH OF MERCED AVENUE. THAT THE LEFT -TURN LANES BE INSTALLED ON THE NORTH AND SOUTHBOUND APPROACHES OF VALINDA AVENUE TO MERCED AVENUE ACCORDING TO THE ATTACHED PLAN "C" . THAT PARKING Ts BE INSTALLED ALONG THE EAST SIDE OF VALINDA AVENUE FROM 135 FEET NORTH OF MERCED AVENUE NORTH TO MERLINDA STREET AND ON MERLINDA STREET FROM VALINDA AVENUE EAST TO EMILY DRIVE. TRAFFIC COMMITTEE RECOMMENDATION: THAT PARKING BE PROHIBITED ALONG THE EAST SIDE OF VALINDA AVENUE FROM 155 FEET NORTH OF MERCED AVENUE TO 245 FEET SOUTH OF NIERCED AVENUE. THAT PARKING BE PROHIBITED ALONG THE WEST SIDE OF VALINDA AVENUE FROM 135 FEET NORTH OF MERCED AVENUE TO 245 FEET SOUTH OF MERCED AVENUE. THAT THE LEFT -TURN LANES BE INSTALLED ON THE NORTH AND SOUTHBOUND APPROACHES OF VALINDA AVENUE TO MERCED AVENUE ACCORDING TO THE ATTACHED PLAN "C" . THAT PARKING Ts BE INSTALLED ALONG THE EAST SIDE OF VALINDA AVENUE FROM 135 FEET NORTH OF MERCED AVENUE NORTH TO MERLINDA STREET AND ON MERLINDA STREET FROM VALINDA AVENUE EAST TO EMILY DRIVE. 15 - jan93rep 0 f:: is Ong of the reported collisions at the I Io L -turn :aced Avenue. All north/south left ,O-i sx.w;:ire d ln, the date that the north/south left-tum ield If Daze Pe Direction of Left -Turning Vehicle Injuries 02-11-889 Left -Turn Southbound 2 02-16-89 Eli Eastbound 0 Southbound 1 0 0 Southbound 2 is 0 7 Li Southbound 1 11-14-89 Southbound 1 it Northbound 1 Southbound 0. .7771 0 Northbound 0 Southbound 0 Southbound 1 Northbound 4 Southbound 0 0 Eastbound 2 Southbound 0 Westbound 4 Northbound 0 Northbound 1 F1 �- M - iz,10-Irq) Traffic Committee Meet January 19, 1993 ACCIDENT HISTORY - Continued Date Type Direction of Left -Turning Vehicle Injuries 01-10-91 Left -Turn Westbound 0 O1-13-91 Left -Turn Southbound 0 02-23-91 Left -Turn Eastbound 0 03-22-91 Left -Turn Northbound 4 03-28-91 'Left -Turn Southbound 2 04-05-91 Left -Turn Northbound 0 05-22-91 Left -Turn Southbound 0 05-24-91 Left -Turn Northbound 0 06-22-91 Left -Turn Northbound 1 07-15-91 Left -Turn Eastbound 0 07-13-91 Left -Turn Southbound 4 08-01-91 Left -Turn Southbound 3 08-23-91 Left -Turn Northbound 0 12-13-91 Left -Turn Northbound 1 12-15-91 Left -Turn Northbound 1 01-13-92 Left -Turn Eastbound 1 03-05-92 Left -Turn Southbound 2 05-13-92 Left -Turn Northbound 0 06-09-92 Right -Angle -- 1 06-22-92 Left -Turn Southbound 1 08-06-92 North/South Left -Turn Lanes Installed 08-21-92 Left -Turn Eastbound 0 10-23-92 Right Angle -- 0 11-04-92 Left -Turn Northbound 2 11-25-92 Left -Turn Westbound 0 TOTAL: 48 Collisions 31 North/South Left -Turn 35 Injuries - 17 - jan93rep MERLINDA SCHOOL VALINDA PLAN 'A' "ORIGINAL. STRIPING" PR102 T� 8-�-9Z cD LD C�j �--i N m 10 0 5 ;,..; .. 1004 �{ aus trap — - — - ' — - — - — - — - — - - — - — — - — - — ; -- - — - — - — - — - — - — - — - — - — - — - — — - — - — — - — - — - — - — - — - — - — - — - — -- -- — - — - — - — - — - — - — - — - — - — - aus STOP 947 Cv cv M 944 m m AVENUE+ cv cv 0 LU W �:D u z � W W > Q CITY "?lE:ST C NA VALINDA MERCED a Z • u NORTH/SOUTH LEFT TURN POCKETS J w � RTM w zA'-4Q-' � my ApppoN rOa 1 40 a u�sa� n GJ4 Q l.[D.m ,Y OLN gp4Cf !0. CITY FIMINEER 4L•F. (LTE SHEET 1 7Y 4 SHEETS PLAN ND. 1234-0 MERLINDA SCHOOL VALINDA PLAN* ''EXISTING. STRIPING" i , cv 1001004 II °q T US STo c� M LD �47 I I cu m I i I I a m Cu 17-1 'S — — — — — — — — — — f — — — — — — — — — — — 944 m m AVENUE cv Cu • • I N O I P L A N C PROPOSED STRIPPT_NG" MERLINOA SCHOOL VAS I NDA 9 �. m rn Ln CU N m m CU O N • c I 0i N m cu C11 CU N PARKING PAOHIUIM� _...... .................... AVENUE 944 co N m Cal � W W � U z CL W Q CIT` q E MINA r a VALINDA MERCED Z a NORTH/SOUTH LEFT TURN POCKETS wr n �rpnov® av N AAA wrss,L_4Q GJN_d I .x�xm rr GLN c Tv EwTmeen ace ATE. _. SHEET 1 OF 4 SHEETS PLAN NO. 1234-0 BOARD OF TRUSTEES James M. Carrigan Elias Martinez R. B.J. Mount Peter P. Sabatino, Jr. Mike Spence ADMINISTRATION John F Costello, Ed.D. Superintendent Martha C. Evans Smith, Ed.D. Assistant Superintendent Educational Services Carl E. Thompson Assistant Superintendent Business Services Mike W. Popoff Administrator, Human Resources and Development 0 0 WEST COVINA UNIFIED SCHOOL DISTRICT 1717 West Merced Avenue West Covina, California 91790 Telephone (818) 338-841 1 November 30, 1992 David L. Nelson Transportation Engineer City of West Covina Post Office Box 1440 West Covina, CA 91793 Dear Mr. Nelson: As you are aware, Merlinda Elementary School has been in contact with your office regarding the painting of the curb in front of the school. The current configuration of red curb has created, unfortunately, an unsafe situation for student drop-off. Our practice for schools like Merlinda is to have the school parking lot available for bus drop-off and the front curb to be available for parent drop-off. I recognize that there is some community sensitivity to reverting back to the prior curb configuration but, nevertheless, until this year, there had never been a problem with the student drop-off at Merlinda. Both Mrs. McDonald and myself are available to meet with you and your staff to explore whatever solutions there - are to this problem. Please contact me at your earliest convenience so we may arrange a meeting. Sincerely, John F: Costello, Ed.D. Superintendent t/ cc: Jim Starbird 'GMEERING DEPT. " OF WEST COVINA D E C 2 1992 IdECEIVED i = 21 - Traffic Committee Meetin January 19, 1993 VII. REQUEST: City initiated. THAT LEFT -TURN LANES BE INSTALLED ON THE EAST AND WESTBOUND APPROACHES OF LA PUENTE ROAD TO SENTOUS AVENUE. FINDINGS: 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, additional pavement width is 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 lane 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 lane combined bicycle and parking lane existing. The 13 feet provides an 8 foot parking lane and a 5 foot wide bike lane. Parking could 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 the attached 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 is also preparing an alternative channelization plan. If the response from these homeowners regarding parking restrictions is unfavorable, which it generally is, the left -turn lane could be installed by removing the 5 foot wide bicycle lanes for a few hundred feet ' along the north and south sides of La Puente Road east and west of Sentous Avenue. This will provide an additional 10 feet of pavement for the left -turn lane while allowing the parking lane to remain along the south side of La Puente Road. STAFF RECOMMENDATION: THAT THE REQUEST BE HELD OVER. TRAFFIC COMMTTEE RECOMMENDATION: THAT THE REQUEST BE .HELD OVER FOR FURTHER STUDY. - 22 - j=93rep Bo' ON DOUBLE YE OW I 1 ILA PUENTE RD . - r. . - •A - > n �[D ......................................-..' ^ SiO ... .... �p i-� IAL FOR BIKE LPNE L 1 .............................. ....................................................... ..... N pA� �N S.••T' Q ........ o W................................ - C PD O O T � ............................... 370• 0P Q � (n 1 9E• RID I BUS STOP Q+F a O ( O (El n cor, .S. O {BO' OF CUR9 POSTED N•S.AO (0 (n cn D ON yNITE LANE LINE 300 TAPE s BIKE LANE LINE 270' TAPER L� LINE �(/.' p STpIP GIANE L14 E co 6qq J. O.' �G1? 3700 ( 3)0q �ptnee�N ARr CIT SRC �ME�� CNA � LA PUENTE & SENTOUS z EAST/WEST LEFT TURN POCKETS o ww .. APPROVED BY AAP 1"<0 n oratAxo er . Ii.1M ru+t OEO:eD T' 1ro.K:� K. OlN CITY ENGINEER RCE DATE SHEET OF SHEETS PLAN NO. J Traffic Committee Meeting January 19, 1993 VIII. REQUEST:. City initiated. THAT THE MARKED CROSSWALK LOCATED ON THE SOUTH LEG OF THE INTERSECTION OF GLENDORA AVENUE AND WALNUT CREEK PARKWAY BE REMOVED. FINDINGS: This is the intersection of a minor arterial with a minor residential street. Glendora Avenue is the minor arterial with 60 feet and 80 feet of pavement curb -to -curb north and south, respectively, from Walnut Creek Parkway. Walnut Creek Parkway has 40 feet and 50 feet of pavement curb -to -curb east and west, respectively, from Glendora Avenue.. There are three marked crosswalks at this intersection. They are located on the south, east and west legs of the intersection. The intersection is controlled by stop signs located on the minor street approaches of Walnut Creek Parkway. Research of the Traffic Committee Minutes dated as far back as 1960 did not reveal when or why these crosswalks were installed. Staff has conducted numerous field trips whereupon it was found that no pedestrians utilized the crosswalk on Glendora Avenue. The following is a chronological listing of the reported accidents in this intersection from January 1, 1988 to November 30, 1992: Date Type Collision Injuries 05-31-88 Right Angle 0 08-01-88 Right Angle 2 09-18-88 Right Angle 0 11-26-88 Right Angle 0 12-30-88 Right Angle 0 04-27-89 Right Angle 0 04-13-89 Right Angle 0 05-24-89 Right Angle 0 06-01-89 Right Angle 0 10-13-89 Right Angle 1 01-23-90 Right Angle 1 03-15-90 Right Angle 1 03-17-90 Right Angle 0 03-31-90 Right Angle 0 08-13-90 Left -Turn 0 12-21-90 Right, Angle 0 - 24 - jan93rep Traffic Committee Meeting January 19, 1993 . VIII. City initiated - Continued The following -is a chronological listing of the reported accidents in this intersection from January ' 1, 1988 to November 30, 1992: I Date i Type Collision I Injuries 03-25-91 Right Angle 3 06-18-91 Right Angle 0 09-13-91 Right Angle. 0 11-18-91 Right Angle 0 . .._ .. . ... ...... ..:. ... .. .. ..... .. 02-05-92 Right Angle 0 02-13-92 Right Angle 1 04-06-92 Right Angle 0 07-13-92 Right Angle 2 11-05-92 Right Angle 2 Total: 25 Collisions I 24 Right Angles I 1 Left -Turn 13 Injuries I Most California municipalities have attempted to remove unwarranted marked mid - block crosswalks since 1970. This change in policy occurred after the results of several studies were published regarding the safety of marked mid -block crosswalks as opposed to unmarked crosswalks. The gist of all these studies was. that, although more pedestrians will utilize a marked rather than an unmarked mid -block crosswalk, the number of pedestrians struck in the marked crosswalk was much greater still. Although this crosswalk is not a "mid -block" crosswalk because it is located at Walnut Creek Parkway, similar problems can occur. In 1970 .the City of San Diego completed a comprehensive study of 400 locations spanning a five-year period. The San Diego study was at first initiated to provide a basis for increasing the numbers of marked crosswalks. However, the information revealed was in direct conflict with the commonly held belief that marked crosswalks -increase safety. It is an apparent paradox that the general public perceives marked crosswalks, multi -way stops, and traffic signals as panaceas for all sorts of traffic conflicts when this is rarely the case in practice. These statistics revealed that, although two and one-half times as .many pedestrians used the marked crosswalks, the number of pedestrian accidents .was six times higher at the marked crosswalks than at the unmarked .locations. This means that the probability of being struck in a marked crosswalk was 2.4 times as great as when in an unmarked crosswalk. Additionally, it was revealed that children and elderly people made up a disproportionately larger portion of the recorded accident victims. Since 1970 there have been many other studies published that confirm these results. The City of Long Beach completed a comprehensive review similar to the San Diego study. This study was published in 1986 and concluded that marked crosswalks are more likely, by a ratio of 2.6 to 1, to produce pedestrian versus vehicle collisions then at unmarked crosswalks at uncontrolled intersections. Attached are two reports concerning the problems sometimes associated with marked crosswalks. i - 25 - jan93rep Traffic Committee Meet January 19, 1993 VIII. City initiated - Continued All of the studies cite the pedestrian's false sense of security at a marked crosswalk as the major contributing factor to the increased accident rates. This attitude leads to complacency and a lack of caution. Some studies found 80 % of pedestrian accidents were the fault of the pedestrian. Many pedestrians are simply not aware just how difficult it can be to stop a motor vehicle. In the case of children, they have no vehicle operator experience to relate to. Vehicle operator awareness is also a contributing factor. Warning signs, white striping, pavement messages, and the pedestrian themselves are often unnoticed or are blocked from view by a visual screen set up by other vehicles. Under certain conditions, by the time the vehicle operator is able to see the crosswalk and/or pedestrian, he may be physically unable to stop his vehicle. This scenario can also result in rear -end collisions causing further injuries and property damage. Even when visibility is clear, the oblique angle of the vehicle operator's vision will cause the marked crosswalk to appear as less than one inch in width at a distance of 200 feet, yet the safe stopping sight distance on wet pavement is 200 feet at just 35 mph; in contrast, the pedestrian sees a long 10 foot wide brightly painted crosswalk. One of the studies reviewed the effect of additional warning devices such as flashing lights, zebra striping and high visibility crosswalks. It wasn intended that these measures would increase driver awareness. Unfortunately, pedestrians apparently became even more confident and further increases in pedestrian accidents were recorded. The fact remained that, if most conflicts stem from the pedestrian's attitude, increased driver awareness will have little or no impact. All these conflicting perceptions precipitate an array of possible conflicts and confusion. The removal of the marked crosswalk on Glendora Avenue at Walnut Creek Parkway can address two primary safety concerns. The first of these is with regard to the higher incidence of pedestrian vs. vehicle conflict at marked crosswalks. The second may be a reduction in the frequency of right angle collisions at this intersection. The frequency of right angle collisions at this intersection is clearly excessive relative to the average daily traffic volumes. The history of right angle collisions shows that some vehicle operators on Walnut Creek Parkway are not yielding the right-of-way to those on Glendora Avenue. However, there are no visual obstructions at either the east or westbound approach of Walnut Creek Parkway at Glendora Avenue and the conflicting traffic volumes are so low that delay cannot be a factor. According to the California Traffic Manual, one of the warrants for the installation of a multi -way stop is five or more right angles collisions within a recent twelve-month period. Although this warrant is satisfied at this intersection, other less restrictive measures that may reduce the accident frequency should be tried first. It may be that some vehicle operators are misperceiving this 2-way stop as a multi- way or 4-way stop. Vehicle operators at multi -way stops cannot see the stop signs on the conflicting street approach because they are positioned at right angles. Their perception of the intersection being a multi -way stop is based in part on the .intersection geometry which includes the existing channelization or striping. The existing marked crosswalk on the south leg and adjoining channelization at this 2-way stop intersection resembles the typical conditions at a multi -way or 4-way stop. The removal'of the marked crosswalk on the south leg may mitigate this confusion. Attached are two brief reports concerning the problems associated with marked crosswalks r STAFF RECOMMENDATION: THAT THE MARKED CROSSWALK LOCATED ON THE SOUTH LEG OF THE INTERSECTION OF GLENDORA AVENUE AND WALNUT CREEK PARKWAY BE REMOVED. TRAFFIC COMMITTEE RECOMMENDATION: THAT THE REQUEST BE HELD OVER FOR FURTHER STUDY. j=93mp - 26 - ® TRAFFIC INFORMATION PROGRAM SERIES CROSSWALKS WHEN IS A CROSSWALK UNSAFE? Apparently, whenever it is painted on the street! A number of years back, the City of San Diego published some startling results of a very extensive study of the relative safety of marked and unmarked crosswalks. San Diego looked at 400 intersections for five years (without signals or four- way stops) that had a marked crosswalk on one side and an unmarked crosswalk on the other. About two and one half times as many pedestrians used the marked crosswalk, but about six times as many accidents were reported in the marked crosswalksl Long Beach studied pedestrian safety for three years (1972 through 1974) and found eight times as many reported pedes- trian accidents at intersections with marked crosswalks than at those without. One explanation of this apparent contra- diction of common sense is the false security pedestrians feel at the marked crosswalk. Two painted lines do not provide protection against an oncoming vehicle and the real burden of safety has to be on the pedestrian to be alert and cautious while crossing any street. A pedestrian can stop in less than three feet, while a vehicle traveling at 25 MPH will require 60 feet and at 35 MPH 'approximately 100 feet. The.California Vehicle Code says that a crosswalk exists at all intersections unless pedestrian crossing is prohibited by signs. Some of these crosswalks are marked with painted lines, but most of them are not. Pedestrian crosswalk marking is a method of encouraging pedestrians to use a particular crossing. Such marked crossings may not be as safe as an unmarked crossing at the same location. Therefore, crosswalks should be marked only where necessary for the guidance and control of pedestrians, to direct them to the safest of several potential routes. i - 27 - i Traffic Engineering - Myths and Realities BENJAMIN E. BURRITT, P.E. Associate Vice President, Daniel, Mann; Johnson, S Mendenhall, Phoenix, Arizona TRAFFIC engineers and the public often carry severe handicaps when dealing with each other be- cause they simply do not talk the same language, they do not understand the nature of each other's problems, or both. This is understandable when you realize that engineers approach traffic problems on the basis of data analysis, applying engineering prin- ciples, developing alternative so- lutions, and selecting the best course of action — whereas the citizen is usu- ally interested in getting something done quickly, to solve what he per- ceives to be an obvious problem. One of the greatest obstacles a pro- fessional traffic engineer faces in ap- plying sound principles of traffic con- trol is that everyone who has a driver's license is convinced that they are traffic experts. Consequently, the traffic engineer is often given not only the diagnosis of a traffic problem, but a remedy as well. For example, someone calls and says, "I almost got hit turning left at Buckeye Road and 51st Avenue — what we need there is a left turn arrow — how long will it take to put it in?" In a sense this would be like calling your doctor and saying, "Doc, I've got a pain in my stomach — what I need is my appendix removed — how soon can you do the opera- tion?" At this point let me hasten to say that most traffic engineers encourage information, suggestions, and input from the public. This is one of the ways that they become aware of exist- ing or potential traffic operational problems. Engineers must be recep- tive to input from the public and at- tempt to overcome the built-in hand- icaps by trying to communicate in a common understandable language. What I would like to do now is to review a couple of the myths and realities pertaining to traffic engineer- ing and traffic controls. Myth Number 1: The public knows and cares about traffic engineering principles, objectives. analyses, al- ternatives. or methods. Reality: The familiar expression "Don't confuse me with . facts. my mind is made up!" unfortunately has widespread acceptance. The public is handicapped by a short attention span and an aversion to facts. logic. or viewpoints that are contrary to its personal opinions and emotions. Myth Number 2: Traffic control devices (signs, signals, and markings) provide an effective solution to almost any traffic problem. Reality: There is widespread pub- lic unwillingness to accept abundant evidence of limited effectiveness of various devices in solving basic design or construction deficiencies. The political need to "do something that might help,. doesn't cost much, and can't hurt" is overpowering and further encourages the public de- mand. The fallacy lies in thinking that a safer condition prevails when actu- ally this may not be the case. Let's take a look at a few of the common traffic controls in view of the myths and the realities. �����tt CrosswaCrosswa How safe are they? How secure are you in a crosswalk? Marked crosswalks are widely classified as "safety devices" and most jurisdic- tions give the pedestrian the right- of-way when within them. Interestingly, however, there is strong evidence that these very facts prompt many pedestrians to feel. overly secure when using a marked crosswalk — to the degree that they aggressively place themselves in a hazardous position with respect to vehicles in the mistaken belief that the motorist can and will stop in all cases, even when it may be impossible to do so. It is not unusual, also, for this type of aggressive pedestrian behavior to cause rear -end collisions. By contrast, a pedestrian using an unmarked crosswalk generally feels less secure, less certain that the motorist will stop — and exercises more caution in waiting for safe gaps in traffic before crossing. The end re - suit is fewer accidents at unmarked crosswalks. One of the commonly accepted -functions of the marked crosswalk is that it serves as a warning device to the motorists. Yet, studies show that the motorists' views of a crosswalk are greatly reduced when they are at the safe stopping sight distance — where they should be able to perceive and react to a pedestrian in a crosswalk — due to the effects of foreshortening and- distance diminishment. Their view of the crosswalk is further af- fected by road alignment, ir- regularities in the pavement. and other variables like weather. dirty 28 windshields, glare, and adverse light- ing conditions. Meanwhile. pedestrians' views of the same crosswalk are quite impres- sive and they are prone to assume that, since they can see the crosswalk so well, certainly motorists can see it just as clearly. This resulting overcon- fidence is seen as another factor in the disproportionate share of accidents in marked crosswalks. Does this mean marked crosswalks should not be installed? Not necessar- ily. The marked crosswalk is a useful device for channelizing pedestrians and helping pedestrians find their way across complex and confusing in- tersections. The decision to install or not install a marked crosswalk should not be taken lightly. Rational war- rants have been adopted by many governmental jurisdictions for their installation. It is important that the general pub- lic recognize what marked crosswalks can and cannot do. It is also important that public officials not install them, unless the anticipated benefits out- weigh the risks. Traffic Signals Are traffic signals the answer to in- tersection traffic problems? Let's look at the advantages and disadvantages. Signals offer maximum control at intersections — they relay messages of both what to do and what not to do. The primary function of any traffic signal is to assign right-of-way to con- flicting movements of traffic at an in- tersection, and it does this by permit- ting conflicting streams of ,traffic to share the same intersection by means of time separation. By alternately assigning right-of- way to various traffic movements, signals provide for the orderly move- ment of conflicting flows. They may interrupt extremely heavy flows to permit the crossing of minor movements that could not otherwise move safely through the intersection. When properly timed. the traffic signal increases the traffic handling capacity of an intersection, and when installed under conditions that justify its use, it is a valuable device for im- proving the safety and efficiency of both pedestrian and vehicular traffic. In particular. signals may reduce cer- tain types of accidents. most notably the angle , broadside) collision. While many people realize that traf- fic signals can reduce the number of angle collisions at an intersection. few 63 i - Traffic Committee Meeting January 19, 1993 IX. REQUEST: Baalah F. Drooks, 1632 South St. Malo Street, West Covina 91790. THAT LEFT -TURN LANES BE INSTALLED ON THE EAST AND WESTBOUND APPROACHES OF MERCED AVENUE TO CALIFORNIA AVENUE. FINDINGS: This is the intersection of two minor arterial streets. Merced Avenue and California Avenue are, respectively, 60 feet and 40 feet in width curb -to -curb. The intersection is controlled by a traffic signal. Merced Avenue has two lanes on each approach while California has one approach lane. Both streets have two 8 foot wide parking . lanes. There are no left -turn lanes on any of the approaches. to this intersection. Staff has attached two.accident diagrams for this intersection. These sketches illustrate all reported collisions in the intersection from January 1989 through November 30, 1992. One sketch displays only east/west left -turn collisions while the other illustrates all other types of reported collisions and injuries. Two sketches were necessary because of the somewhat excessive number of east/west left -turn collisions. The date and time of day the collision occurred is shown with the vehicle movements. Additional information regarding weather and lighting conditions .is shown. The frequency of east/west left -turn collisions is clearly excessive relative to other types of collisions. Weather and lighting conditions were not factors. More east/west left - turn collisions did occur during the afternoon hours. The recent frequency of left -turn collisions at this intersection is not nearly as severe as at Lark Ellen and Workman Avenues. A review of the dates associated with the east/west left -turn collisions reveals that there was only one east/west collision reported during 1992. However, this is likely a single year aberration and it is probable that the frequency of east/west left -turn collisions will resume. As has been the case with other Traffic Committee items on this agenda, the installation of left -turn lanes on the east/west approaches can reduce the frequency of left -turn collisions. The installation of parking restrictions would again be necessary to provide sufficient pavement width to accommodate the 10 foot wide left -turn lane. The attached plan details the proposed left -turn lanes and the initially proposed parking restrictions along with the abutting addresses. Staff is currently conducting a postcard survey of the nine residences abutting Merced Avenue that may lose their on -street parking privileges if the left -turn lanes are installed. STAFF RECOMMENDATION: THAT THE REQUEST BE HELD OVER. TRAFFIC COMMITTEE RECOMMENDATION: THAT THE REQUEST BE HELD OVER FOR FURTHER STUDY. - 29 - jan%rep �r f• ME U-2 ■o a CAI , c l ar D, W. i - - D \�ve y I St�r t l L f1ko 19 Pt7 s' eT DAMAGE j 10 EST '"MwA low / V7oc IN MeRCED AND CALIFOR'NIA TYPE- +� Irvuwe, RA G o 2E 5 3 L7 2 5 TaTA LS 115 1 8 Y V � Z ZZ- V 1 61CYCLE J7ZO 7- o U 0013 I- C. f) _ 173 �` DARK to-Z"/ - 0- C D 1Go9 Lecerlc� , C/ez2r G4ei �Q rfi zl ek �S'trce r` L�tit�ny ! x i 1 _90 0406 �7=G-yD�V Ci 1 1 S2 NO. IN-TURY No. `l O . .TN .T. Acc d. 3 N o . P D. 0. ACC1,16. 12 - 31 - WESCOVE SCHOOL W........................................... ........ .......... ... .. ... ... .................... .... N.... .......... .................... ........................... ........... ......................f—�._ .................. ............................. pq 2 1. d O O 5 �'•il g i `R"u. 1212 i rn m I MERCED AVENUE l CALIFORNIA AVENUE 0 0 CITY WEr C^,vlNn ram., D MERCED & CALIFORNIA Z EAST/WEST LEFT TURN POCKETS 0 ww 11 .WPAOYe� BY � HTN 15tE w GJW o ' `� • 01 N i cm ENGINEER ace �Te SHEET 1 OF 1 SHEETS PLAN NO. 1263-0