HomeMy WebLinkAbout6.1 StopSgnsCrkvw
CITY CLERK
File # Dl3J~~-~~
AGENDA STATEMENT
CITY COUNCIL MEETING DATE: December 4, 2007
SUBJECT:
Installation of STOP signs on Creekview Drive at
Maymont Lane (North) /A 6
Report Prepared by: Jaimee Bourgeois, Traffic Engineer L1J
Resolution
Original letter of request dated June 5, 2007
Location Map with proposed modifications
Analysis of the Maymont Lane Intersections at Creekview
Drive, prepared by Omni Means, dated November 27,2007
Letter notifying 53 residences of a neighborhood meeting to
discuss the STOP sign proposal
RECOMMENDATION~ Adopt the Resolution to install STOP signs on Creekview Drive a1
~ 2 ' Maymont Lane (North)
FINANCIAL STATEMENT: Cost for the installation of STOP signs and associated improvements
is estimated at about $6,000. Sufficient funds are budgeted in the
Street Maintenance Operating Budget to cover this cost.
ATT ACHMENTS:
1)
2)
3)
4)
5)
DESCRIPTION: Creekview Drive is a north-south residential collector that runs
parallel with and east of Tassajara Creek. Creekview Drive extends from Gleason Drive at its southern
terminus to just north of Somerset Lane at its northern terminus. STOP signs are currently located on
Creekview Drive at the intersections of Somerset Lane and Casterson Drive, separated by a distance of
about 1,900 feet (0.36 miles). Maymont Lane forms a horseshoe and intersects Creekview Drive in two
locations between Somerset Lane and Casterson Drive. The Tassajara Creek Regional Trail runs between
Tassajara Creek and Creekview Drive and is generally a separate Class I facility, but also coincides with
the sidewalk at a few locations. Specifically at the Maymont Lane (North) intersection, the separated trail
ends south of the intersection and is connected by a sidewalk and crosswalk along the west side of
-------------------------------------------------------------------------------------------------------------
COpy TO: Alan Cruz, Resident
Dean Hemenway, Resident
ITEM NO.
,=>. I
Page 1 of3
G:\TRANSPORTATION\Local Traffic\Stop Signs\agsCCreekview_STOP Sign.doc
Creekview Drive to the trail continuation north of the intersection. While all legs of both intersections are
legal crosswalks, only the west leg of the northern intersection has a marked crosswalk.
A request was recently received by a resident to install STOP signs on Creekview Drive to address near-
miss crashes and speeding. Another resident requested increased enforcement because of speeding.
STOP signs are not recommended for the purpose of controlling traffic speeds since the installation of
unwarranted STOP signs can lead to the flagrant violation of the STOP signs and intentional speeding.
This request and concern with speeding was discussed during a Traffic Safety Committee meeting with
representatives from the Public Works Department and Police Services Department present. The
Committee decided to increase enforcement and education on this roadway. A speed radar trailer was
placed on Creekview Drive for a couple of weeks in the southbound and northbound directions to remind
motorists of travel speed and enforcement was increased. In addition, it was decided to hire a consultant
to evaluate the need for STOP signs based on industry-standard warrants (see Attachment 2).
The California Manual on Uniform Traffic Control Devices (CA MUTCD) presents all-way STOP
warrants based on traffic volumes, vehicle delay, crash history, and sight distance limitations. Each of
these items was reviewed in the traffic study with respect to Creekview Drive and both intersections with
Maymont Lane. The key findings from the traffic study are summarized as follows:
Travel Speeds
. The posted speed limit is 25 mph.
. The measured 85th-percentile (or "critical") speed in the southbound direction is about 34 mph.
. The "critical" speed in the northbound direction is about 31 mph.
Volumes
. The warrant is set at 500 vehicles per hour for any 8 hours of the day (300 on the major street and
200 on the minor street).
. During the AM peak hour, 38 vehicles pass through the northern intersection.
. During the AM peak hour, 50 vehicles pass through the southern intersection.
Delav
. The warrant is set at 30 seconds of vehicle delay from the minor street during the peak hour of the
day.
. Both intersections currently operate at Level of Service (LOS) A. Minor street delay is under 9
seconds for all approaches.
Crash History
. The warrant is set at 5 or more crashes within a 12 month period that are susceptible to
correction by all-way STOP control.
. There are no recorded accidents at either intersection.
Sight Distance
. All-way STOP control may also be considered where a road user, after stopping. cannot see
conflicting traffic and is not able to reasonably, safely negotiate the intersection unless conflicting
cross traffic is also required to stop.
. The minimum required sight distance based on the posted speed limit is 164 feet.
. The minimum required sight distance based on measured travel speeds ranges between 207 feet
and 247 feet.
Page 2 of3
. The northern intersection does not meet either sight distance requirement.
. The southern intersection does meet the sight distance requirement based on the posted speed limit
but does not meet the sight distance requirement based on actual travel speeds.
When sight distance is inadequate, motorists are supposed to watch for pedestrians first and then move
forward slowly until they have adequate sight distance to see conflicting traffic. With this in mind, it is
not recommended to install STOP signs on Creekview Drive at the southern intersection as the necessary
sight distance can be achieved in the manner just described. At the northern intersection, the deficiency is
greater. Furthermore, even if vehicles are traveling at the posted speed limit, inadequate sight distance is
provided at the northern intersection. With consideration for sight distance and the congruency of the
sidewalk and the Tassajara Creek Regional Trail, STOP signs are recommended at the northern
intersection.
Proposed Chane:es
For the sake of public safety, Staff proposes to 1) add STOP signs on Creekview Drive at the northerly
intersection with Maymont Lane; 2) install crosswalk markings on the north, east and south legs of the
intersection; and 3). install truncated domes on all four curb ramps in an effort to comply with Title 24
ADA regulations.
Public Outreach
A letter dated October 15, 2007 (see Attachment 4), was mailed to 53 residences in the vicinity of both
Creekview Drive/Maymont Lane intersections to provide notification of a neighborhood meeting to
discuss the proposal. The neighborhood meeting was held on Monday, October 29,2007. There were no
attendees.
Recommendation
Staff recommends that the City Council adopt the resolution to install STOP signs on Creekview Drive at
Maymont Lane (North).
Page 3 of3
I C);f &2;)
RESOLUTION NO. - 07
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
*********
APPROVAL OF STOP SIGNS ON CREEKVIEW DRIVE
AT INTERSECTION OF MAYMONT LANE (NORTH)
In the interest of public safety, the City Council ofthe City of Dublin does hereby RESOLVE as
follows:
Section 1: Pursuant to City of Dublin Municipal Code Section 6.04.070, all-way stop sign
control is established at the intersection of Creekview Drive/Maymont Lane (North) and shall be added to
Section 6.16.010 of the City of Dublin Traffic Code.
Section 2: Because the intersection will no longer be stop-controlled on Maymont Lane only,
Resolution 168-06, item 2. g) is hereby repealed.
Section 3: The Maymont Lane approaches at Creekview Drive shall be removed from Section
6.16.020 of the City of Dublin Traffic Code.
PASSED, APPROVED AND ADOPTED this 4th day of December, 2007, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
Mayor
ATTEST:
City Clerk
- 1 -
mACBMDT7 hr.
d ~ e:(~.
City of Dublin
Request 10: 1230
Request Form: Traffic Control/Parking
Received: 6/5/2007 10:06:00 PM
Status: Completed
Priority: Normal
Assigned To: Jaimee Bourgeois
Contact Details
From: Mr.. alan cruz
Email: altcruz@comcast.net
Telephone: 925-8338016
Address1: 5697 maymont lane
Address2:
City: dublin State: CA
Pref. Method of Response: E-Mail
.,
Zip Code: 94568
Request Address
Number:
Street: Creekview
Type: DR
City:
Direction: North
State:
Apt:
Zip Code:
Traffic Control and/or Parking Requirements
Please provide additional information
regarding location (nearest cross- The location is the corner of Creekview drive and
street, landmarks, development, Maymont lane.
etc.).
.~
Why is traffic control needed for the
selected location?
Currently there is no "stop" signs at North bound and
south bound Creekview Drive at the corner Maymont
lane and Creek view dr. There have been numerous
near misses at this location. I see this everyday as I live
on this corner(5697 maymont Ln.). Skid marks along
Creekview drive (north bound) at this junction is
evident. A "four" way stop traffic control system should
be in place here. Currently stop signs are on the
Maymant Lane street only. We need to prevent
pedestrian and vehicular accidents ......so far it has just
been near misses...folks let us not wait any
10nger.....This area of Creekview drive is also a "curve"
plus most motorist do not practice or observe the
correct speed limit at Creekview drive.
Describe any concerns related to
parking issues or illegally parked
vehicles.
ATTACHMENT ~
"Critical" (85%-ile) Speed 135 MPHI-
-
o
50
100
200
-"eet be ^
_ _3..Q.L _ Novem r 2007__f.;t
ATTACIDIENT 3.
Ii O;t. O?~
ANALYSIS OF THE
MA YMONT LANE INTERSECTIONS
AT CREEKVIEW DRIVE
FOR THE CITY OF DUBLIN, CA
Omni-Means Engineers & Planners
1901 Olympic Blvd., Suite 120
Walnut Creek, CA 94549
Phone (925) 935-2230
Revised November 27,2007
AlT.-ElI 'I.
November 27, Z007
Page 1
ANALYSIS OF THE MAYMONT LANE INTERSECTIONS AT
CREEKVIEW DRIVE, FOR THE CITY OF DUBLIN, CA.
1. INTRODUCTION
This report presents the findings of a traffic analysis conducted for the two intersections
of Maymont Lane at Creekview Drive in the City of Dublin. The intersections were
evaluated in order to identify the vehicle access issues resulting from sight distance
concerns for vehicles turning out of the intersections. To this end, field surveys were
conducted which included obtaining traffic volmnes, vehicle speeds, sight distances, and
physical street characteristics. The following sections describe the data collection,
analyses, and findings.-The locations of the two study intersections are shown in Figure
1 attached.
la. Study Intersections
Maymont Ln. is a short residential loop road on the east side of Creekview Dr. that forms
two intersections at Creekview Dr. located approximately 650 feet apart. Creekview Dr.
is a residential collector street oriented in a north-south direction between Gleason Dr.
and Somerset Ln. near Tassajara Road. The southern Maymont Ln. intersection has four
approaches, with Maymont Ct. extending a short distance to the west. The northern
Maymont Ln. intersection is also a four~way intersection, with the north segment
continuing west (via bridge) to a residential area under development. Both of the
intersections are stop sign controlled for the Maymont Ln. approaches, while the
Creekview Dr. approaches do not stop. Both streets consist of two lanes, with sidewalks
and on-street parking, and provide direct residential access. There is a pedestrian/bicyc1e
path (Tassajara Creek Regional Trail) on the west side of Creekview Dr. between the
Maymont Ln. intersections.
2. EXISTING CONDITIONS
2a. Vehicle Traffic Volumes
In order to quantify the traffic volmnes and determine if they are high enough to meet
standardized warrants for alternative intersection control devices, vehicle counts were
conducted at both of the Maymont Ln.lCreekview Dr. intersections. The highest
concentration of vehicle trips in this area occurs during the a.m. period. Therefore,
volmne counts were conducted between 7:30-9:00 a.m. and from these counts the peak
hour traffic volumes were derived.(l) The northern Maymont/Creekview intersection
experienced 38 total trips during the peak hour. On Creekview Dr. there were 25 trips (17
southbound, 8 northbound) and on Maymont Ln. there were 13 trips (11 eastbound, 2
westbound). The southern intersection experienced 50 total trips, with 41 trips on
(3 ~r ;?~
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Page 2
Creekview Dr. (28 southbound, 13 northbound) and 9 trips on Maymont Ln. (3
eastbound, 6 westbound). The Creekview Dr. approach volumes equate to approximately
one vehicle trip every 1 'l; - 2 'l; minutcs.
2b. Level of Service
Peak hour conditions are measured by Level of Service (LOS), which applies a letter
ranking to successive levels of intersection perfonnance. LOS 'A' represents optimum
conditions with free-flow travel and no congestion. LOS 'F' represents severe
congestion with long delays at the approaches. (LOS definitions are attached.) For
intersections with minor street stop control, the LOS reflects the delays experienced by
the minor street approach.
The northern Maymont/Creekview intersection has calculated operating conditions of
LOS 'A' (8.8 seconds of delay for the westbound approach). The southern
MaymontlCreekview intersection also operates at LOS 'A' (with 8.8 seconds of delay for
the westbound approach). (LOS calculation worksheets are attached.)
2c. Vehicle Speeds
Radar speed surveys were conducted on Creekview Dr. near the Maymont Ln.
intersections.(2) The posted speed limit is 25 m.p.h. The measured "85th-percentile speed"
(also referred to as the "critical speed") is defined as the speed at which 85 percent of the
motorists are traveling at or below. The measured 85th-percentile approach speeds on
Creekview Dr. at the northern intersection were 31 m.p.h. northbound and 34 m.p.h.
southbound. For the southern intersection, the 85th~percentile speeds were 30 m.p.h.
northbound and 33 m.p.h. southbound. (Speed summary worksheets are attached.)
Although the speeds are higher than the posted limit, they are in the range typically found
on this kind of residential collector road.
2d. Sight Distances
The sight distances were measured and compared to recommended guidelines as defined
in the Califomia Department of Transportation (Caltrans) Highway Design Manual.(3)
One guideline is referred to as "comer" sight distance, which is defined as the line of
sight desired in order to provide the waiting vehicle enough time to cross the lanes of
through traffic without requiring through traffic to radically alter their speed. However,
the comer sight distance recommendations represent optimal conditions which Caltrans
recognizes do not exist in many locations. In locations where the optimum does not
exist, Caltrans recommends maintaining "stopping" sight distance, which is defined as
the distance required by the driver of a vehicle traveling at a given speed to bring the
vehicle to a stop after an object on the road becomes visible.
The sight distance guidelines are based on the travel speeds of approaching vehicles on
the major street (higher speeds require longer stopping distance). Using the Caltrans
cquations, the recommended corner sight distances and stopping sight distances were
Page 3
calculated for the measured 85lh -percentile approach speeds and for the posted speed
limit of25 m.p.h. (shown in Table 1 attached).
Based on the 85th -percentile speeds at the northern intersection, the corner sight distance
recommendations are 394 feet looking north (southbound traffic) and 361 feet looking
south (northbound traffic). The stopping sight recommendations are 247 feet looking
north and 214 feet looking south. Based on the speed limit of 25 m.p.h., the
recommended comer sight distance is 295 feet (both directions) and the stopping sight
distance is 164 feet (both directions).
At the southern intersection, the 85th -percentile speed comer sight distance.
recommendations are 378 feet looking north and 349 feet looking south. The stopping
sight recommendations are 224 feet looking north and 207 feet looking south. Based on a
speed of 25 m.p.h., the recommended sight distances are the same as the northern
intersection (comer sight distance of 295 fcct both directions, and stopping sight distance
of 164 feet both directions).
The sight distances were measured at the study intersections. The maximum sight
distances are limited by the curvature in Creekview Drive. If vehicles are parked on the
street near the intersections and obstruct the view, the sight distances would be reduced.
The northern intersection's eastbound approach sight distance is approximately 375 feet
looking north and 400 feet looking south. The westbound approach sight distance is 550'
feet looking north and 150 feet looking south. The sight distances exceed the minimum
recommendations for all directions except the westbound approach looking south (150
feet available vs. recommended minimum stopping sight distances of 214 feet or 164
feet).
The southern intersection's eastbound approach sight distance is approximately 600 feet
looking north and 190 feet looking south. Based on the 85th -percentile speed, the sight
distance looking south is less than the recommended minimum stopping sight distance
(190 feet available vs. 207 feet recommended). However, based on the 25 m.p.h. speed
limit, the sight distance exceeds the recommended minimum (190 feet vs. 164 feet). The
westbound approach sight distance is approximately 170 feet looking north and 335 feet
looking south. The sight distance looking north is less than the recommended minimum
stopping sight distance based on the 85th -percentile speed (170 feet available vs. 224 feet
recommended), but exceeds it based on the 25 m.p.h. speed limit (170 feet vs. 164 feet
recommended).
2e. Traffic Accident History
The recorded accident history is the source used by transportation engineers in assessing
an area's accident history. An area may have unrecorded accidents in addition to the
recorded ones. However, unrecorded accidents cannot be scientifically evaluated. Based
on the available records, there were no recorded accidents at either intersection between
the years of200S, when the road was accepted, and 2007.
1 ~c2o<
Page 4
3. ALL-WAY STOP WARRANTS
Due to the limited sight distances in some directions, a potential mitigation measure of
installing all-way stop sign controls was examined. Standardized warrants are provided
in the California Manual on Uniform Traffic Control Devices (MUTCD).(4) The volume
warrants require the intersection average at least 300 vehicles per hour for any 8 hours of
an average day with at least 200 vehicles or pedestrians from the minor street for the
same 8 hours. (On streets with 85th-percentile speeds exceeding 40 m.p.h., the minimum
volumes are 70 percent of the preceding values.) The delay warrant requires at least 30
seconds of delay for the minor street vehicular traffic during the highest hour. The
accident warrant requires five or more accidents within a year correctible by all-way stop
installation (typically "right-angle" collisions). None of these warrants are met at either
intersection. However, there are also a few qualitative criteria that may be considered in
addition to the standard warrants. One states, "Locations where a road user, after
stopping, cannot see conflicting traffic and is not able to reasonably safely negotiate the
intersection unless conflicting cross traffic is also required to stop."
Some municipalities have incorporated different or additional criteria to the California
MUTCD standards. For example, Contra Costa County has less restrictive warrants and
an intersection may qualify if it meets two out of four warrants. The warrants are 300
vehicles per hour for any consecutive eight hours with 100 from the minor street, five or
more accidents correctible by stop signs, sight distance on one or more approaches of the
major street less than 160 feet, and average speed exceeds 30 miles per hour. Using these
standards, the north Maymont Ln. intersection would qualify for all-way stop control by
meeting the speed and sight distance warrants. The south Maymont Ln. intersection
would meet the speed warrant, but the sight distance, though close, would slightly exceed
the minimwn sight distance requirement (170 feet available vs. requirement of 160 feet or
less).
4. SURVEY RESULTS
The field data and calculated conditions suggest both intersections generally operate very
well with their existing configurations. The peak hour traffic volumes are low with no
vehicle congestion or delays and there have been no recorded accidents. However, the
sight distance in some directions is less than standard guidelines would recommend.
Sight distance requirements are based on the sgeed of approaching vehicles. The speed
limit is posted 25 m.p.h. The measured 85 percentile speeds for the directions in
question range between 30-32 m.p.h., which are typical for residential collector streets
like Creekview Drive. Based on the speeds, the north Maymont Ln. intersection's
westbound approach looking to the south (northbound approaching vehicles) is
approximately 150 feet, which is less than the recommended comer sight distance of 361
feet and stopping sight distance of214 feet. Based on the 25 m.p.h. speed limit, it is also
less than a recommended corner sight distance of 295 feet and stopping sight distance of
164 feet.
8 ::f02~
Page 5
The south Maymont Ln. intersection's westbound approach sight distance looking to the
north (southbound approaching vehicles) is 170 feet, which is less than the recommended
corner sight distance of 378 feet and stopping sight distance recommendation of 224 feet
based on the 85th -percentile speed. The eastbound approach looking to the south
(ncirthbound approaching vehicles) is approximately 190 feet, which is less than the
recommended corner sight distance of 349 feet and the stopping sight distance of 207
feet. However, based on the 25 m.p.h. speed limit, the sight distances exceed the
minimwn stopping sight recommendation of 164 feet.
The sight distance limitations are caused by the curvature of the road and therefore
cannot be increased (as opposed to foliage or other obstructions which could be
removed). The sight distances could be reduced if vehicles are parked on the street near
the intersection and obstruct the sight lines. However, the sight distance guidelines are
based on a standard vehicle set~back of at least 13 feet. As a vehicle on the minor street
moves closer to the intersection, the sight distances increase.
As a possible mitigation measure for the sight distance issue, standard warrants for
installing all-way stop sign control were reviewed. The California MUTCD warrants are
primarily based on approach vQlwnes, vehicle delays, and accident history. Both
intersections are substantially below the minimum values for these warrants. However,
the MUTCD guidelines include additional criteria that may be considered, including
locations where a road user stopped on the minor street cannot see conflicting traffic to
reasonably safely negotiate the intersection. Installing all-way stop control could be
justified using this criterion.
Some municipalities have established their own guidelines, such as Contra Costa County,
which incorporates sight distances and vehicle speeds in addition to volwne warrants.
Using the County guidelines, the north Maymont Ln. intersection would qualify for all-
way stop control.
The operational effects assuming all-way stop controls were analyzed for both
intersections (LOS calculation worksheets are attached). Both intersections would
continue to operate at LOS 'A', with delays of 7 seconds or less, and there would be
minimal vehicle queuing based on the existing volumes. However, negative impacts
which may be associated with all-way stops include increased noise levels and mid-block
speeds, and possibly some motorists disregarding the controls if they believe they are
installed unnecessarily.
1 ~~O?
Page 6
REFERENCES
(1) Omni-Means Engineers & Planners, Traffic Counts Conducted at Creekview:
Dr./Maymont Ln. Intersections (7:30-9:00 a.m.), June 13,2007.
(2) Omni-Means Engineers & Planners, Radar Speed Surveys Conducted at Creekview
Dr./Maymont Ln. Intersections, June 13,2007.
(3) California Department of Transportation, Highway Design Manual. Fifth Edition,
Chapter 200: Topic 201 - Sight Distance (pp. 200-1 to 200-2), and Chapter 400:
Topic 405 - Intersection Design Standards (p.p. 400-7 to 400-9), 2004.
(4) California Department of Transportation, California Manual on Uniform Traffic
Control Devices for Streets and Highways (FHW A's MUTCD 2003 Edition, as
amended for use in California), Part 2 - Signs, Chapter 2B: Regulatory Signs, pp.
2B-4, September 26,2006.
IO~02~
~
Creekview Dr. I Maymont Ln. Intersections
II ~ 0<0<
.
North
@[M)DU~cmeans
figure 1
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TABLE 1
MEASURED SIGHT DISTANCES COMPARED TO "CORNER" & "STOPPING" DISTANCE RECOMMENDATIONS1
Sight Recommended Corner Sight Distance
Distance 85th %-speed (34 mph) 25 mph speed
Eastbound Approach: 375'
Recommended Stopping Sight Distance
85th %-speed (34 mph) 25 mph speed
394'
295'
247'
164'
Westbound Approach: 550'
Sight Recommended Corner Sight Distance
Distance 85th %-speed (31 mph) 25 mph speed
Eastbound Approach: 400'
Recommended Stopping Sight Distance
85th %-speed (31 mph) 25 mph speed
361'
295'
214'
164'
Westbound Approach:
· Sight Distance Is Less Than Any Of The Recommended Minimums.
Sight Recommended Corner Sight Distance
Distance 85th %-speed (33 mph) 25 mph speed
Eastbound Approach: 600'
Recommended Stopping Sight Distance
85th %-speed (33 mph) 25 mph speed
378'
295'
224'
164'
Westbound Approach:
Recommended Stopping Sight Distance
85th %.speed (30 mph) 25 mph speed
349'
295'
207'
164'
Westbound Approach: 335'
.. Sight Distance Is Less Than Any Recommended Minimums Based On The 85th-percentile Speed, But Exceeds The
Stopping Sight Distance Minimums Based On 25 mph Speed. .
lCaltrans Hiahwav Deslan Manual, Fifth Edition, 2004. (Sight Distance Recommendations Are Based On Approaching Vehicle Speed.)
LEVEL OF SERVICE DEFINITIONS
( D 1d.2
LEVEL
OF
SERVICE
SIGNALIZED INTERSECTlONS
UN SIGNALIZED
INTERSECTIONS*
"A"
"B"
"ell
"0"
"E"
.IF"
Uncongested operations, all queues clear in a
single-signal cycle. (Average stopped delay less
than 10 seconds per vehicle; VIe less than or ""
0.50).
Uncongested operations, all queues clear In a
single cycle. (Average delay of 10-20 seconds;
VlC=0.51-0.70).
Light congestion, occasional backups on critical
approaches. (Average delay of 20-35 seconds;
V/C=0.71-0.80).
Significant congestion of critical approaches but
Intersection functional. Cars required to wait
through more than one cycle during short peaks.
No long queues formed. (Average delay of 35-
55 seconds; VlC=0.81-0.90).
Severe congestion with some long standing
queues on critical approaches. Blockage of
intersection may occur if traffic signal does not
provide for protected turning movements. Traffic
queue may block nearby intersectlon(s) upstream
of crltlcalapproach(es). (Average delay of 55-80
seconds; V/C=0.91-1.00).
Total breakdown, stop-and-go operation.
(Average delay in excess of 80 seconds; Vie of
1.01 or greater).
Little or no delay.
(Average delay of ~ 10
seconds)
Short traffic delays.
(Average delay of >10
and 5.15 sees.)
Average traffic delay.
(Average delay of >15
and .:5.25 sees.)
Long traffic delays for
some approaches.
(Average delay of >25
and ,$35 sees.)
Very long traffic delays
for some approaches.
(Average delay of >35
and ~50secs.)
Extreme traffic delays
for some approaches
(intersection may be
blocked by external
causes-delays >50
seconds).
* Level of Service refers to delays encountered by certain stop sign controlled approaches. other
approaches may operate with little delay.
Source: Transportation Research Board, Highwav Caoacit,y Manual, 2000.
CHAPTER 17 . TWSC . UN SIGNALIZED INTERSECTIONS WORKSHEET
Analysis Summary
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7/10/2007
Analyst
Agency or Company
Analysis PeriodlYear
Comment
O-M
O-M
AM Existing 2007
AM Existing Pk. Hr. Conditions
Jurisdiction/Date Dublin
Creekview Dr.
Maymonl Ln. (North)
Major Street
Minor Street
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Lane 2 I
Lane 3
Lane 4
laneS
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EB WB
B (TH) 19 (RT) 10 (ll) 11 (TH) 12 (Rl)
1 i 10 2 0 0
0.90 I 0.90 0.90 0.90 0.90
3 3 3 3 3
1 11 2 0 0
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Movement
Volume (vehlh)
PHF
5B NB
T 1 (Ll) ! 2 (TH) 3 (R1) I 4 (ll) S (TH) 6 (Rl) 7 (ll)
I 0 ! 16 I 1 3 I 5 I 0 0
0.90 0.90 I 0.90 0.90 0.90 0.90 0.90
3333 3!3 3
;
o 18 i 1 3 6 0 0
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".,'" .,'c.;. '. ,'" ..' m..", ..
Percent of heavy vehicles. HV
Flow rate
F~are storage (f or vehs)
Median storage (# of vehs)
Signal upstream of Movement 2
length of s~dy periOd (h) 0.25
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\V 11 ~~_ (veh)
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Percent of heavy vehicles, HV i 3 3 I 3 3 3! 3 3 3 3 3 3 3
Flowrale 0 31 i 0 1 13 i 0 0 0 3 I 7 I 0 0
Flare storage (# of veh ) 1''''', ,'1"; ,'" '! . ,.: ,: ,,:', ':, ":' ,:.",",':':::'\",i" "::"i .' I:': ," 1":,';,,';'
Median storage (iF of V:hS) ~'rT.m,J':,'.:'::';'" ,.',::,";., , ':,:: , "" .:' '.., .., .., .., . . ',1
Signal upstream of Movement 2 II Movement 5 II
Length of study period (h) 0.25
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CHAPTER 17 -AWSC - UNSIGNALlZED INTERSECTIONS WORKSHEET
Analysis Summary
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Degree of utilization, x 0.012
lane 1
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i
Lane 2 I Lane 1 Lane 2 Lane 1 Lane 2
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Move-up time, m (s)
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Service time, Is (s) 1.47 2.22 I 2.07 1.95
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Capacity (vehlh) 1030 847 I 881 908
I Delay (s) (Equation 17-55) I 6.5 7.2 7.1 I 7.0
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CHAPTER 17 -AWSC. UNSIGNALlZED INTERSECTIONS WORKSHEET I
Analysis Summary
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Agency or Company O.M EB-WB Street Maymont Ln. (South)
Analysis PeriodIVear AM Ex. '07 NB-SB Street Creekview Dr.
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(vehth) i
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% Heavy vehicles I
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Total lane now rate (vehlh) 7 I 14 I 31
Departure headway, hd (s) 3.45 I 4.25 4.02 I 3.99
Field data? I
Degree of utilization, x 0.003 0.008 0.016 0.034
Move-up time, m (5) 2.00 2.00 I 2.00 2.00
Field data? ........--........--.......
Service time, .. (5) 1.45 2.25 I 2.02 1.99
--_....y~,~-,._,................~-~,._,~~---_. ----- --- 1------ '-----.-..j.-----..- -.----- --.-
Capacity (veh/h) 1028 838 I 893 901
Delay (s) (Equation 17.55) 6.5 7.3 I 7.1 I 7.1
Level of service (Exhibit 17.Z2) A A ! A A
i
Delay (5), approach 6.5 7.3 7.1 7.1
Level of service. approach A A I A A
Delay (5), intersection I 7.1
Level of service, intersection A
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CITY OF DUBLIN
"Celebrating 25 Years Of City hood 1982-2007"
100 Civic Plaza, Dublin, California 94568
Website: http://www.ci.dublin.ca.us
October 15, 2007
Dear Neighbor:
The City of Dublin Public Works Department recently hired a consultant to prepare
a traffic study to determine whether STOP signs should be installed on Creekview
Drive. Upon reviewing the completed study, the Public Works Department is
recommending the installation of STOP signs on Creekview Drive at the northern
Maymont Lane intersection. The new signs will require Creekview Drive traffic to
stop, making it easier and safer for Maymont Lane traffic to enter Creekview Drive.
The proposed signs require approval by the City Council prior to installation.
Before taking the recommendation to the City Council for approval, the Public
Works Department will be hosting a public meeting to gather feedback from
residents. The meeting will be held on Monday, October 29,2007, at 6:00 p.m., in
the Program Room of the Dublin Library, 200 Civic Plaza, Dublin, CA.
At the meeting, a brief presentation will be given of the traffic study findings. There
will also be an opportunity for you to provide us with comments and to ask
questions.
We hope that you can join us.
Sincerely,
~~J3{JM~
Jaimee Bourgeois
Traffic Engineer
G:ICORRESPONDENCE, STAFF MISCIJaimeelLtr _ Creekview _ Maymont_ StopSign_PublicMeeting.doc
Area Code (925) . City Manager 83~H650 . City Council 833"6650 . Personnel 833-6605 '
Finance 8~n-6640 . Public Works/Engineering 8:;~j-6630 . Parks & Community Service:
Planning/Code Enforcement 833.6610 . Building Inspection 833-6620 . Fire Pre~
Printed on Recycled Paper
ATTAUIDIDT 5.