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HomeMy WebLinkAboutItem 7.1 Traffic Safety ReportCITY CLERK File # ❑ ©E®-�F AGENDA STATEMENT CITY COUNCIL MEETING DATE: February 17, 2009 SUBJECT: Follow -Up Report on Traffic Safety Measures Report Prepared by: Melissa Morton, Public Works Director ATTACHMENTS: 1) School Crossing and Pedestrian Operations/ Safety Study for Selected Intersections in the City of Dublin, CA prepared by Omni Means, dated November 2008 2) Council Meeting Minutes for the Crossing Guard Evaluation Study, Item 8.1 of the December 2, 2008 Council Meeting 3) Supplemental School Pedestrian Safety Study for the Intersection of Oak Bluff Lane/N. Dublin Ranch Drive prepared by Omni -Means RECOMMENDATION: Staff recommends that Council consider the possible methods to enhance safety at the study intersection and their relative costs, and provide direction to Staff on the measures they would like to consider for incorporation. C FINANCIAL STATEMENT: The cost to implement these measures varies. Minor signing and striping improvements could be covered by current operating budgets. However, more complex improvements will require that Staff prepare a detailed cost estimate and bring the new Capital Improvement Project and the related Budget Change back to the City Council at a later date, or provide for the project in the Fiscal Year 2009 -2010 Budget. DESCRIPTION: At the December 2, 2008, Council Meeting, the City Council was presented with the School Crossing and Pedestrian Operations/ Safety Study for Selected Intersections in the City of Dublin, CA prepared by Omni Means, dated November 2008 (Attachment 1). After taking testimony from concerned residents, and considering the item, the City Council directed Staff to do the following: (1) Placement of a new crossing guard at the uncontrolled crossing of Oak Bluff Lane at COPY TO: Page 1 of 2 GATRANSPORTATIONIocal Traffic \School traffic \agst 2 follow -up traffic safety measures 021709.doc t ITEM NO. 7. Newfields Lane; (2) Installation of recommended additional signing and striping to enhance visibility of school activities and safety; (3) Notify the adjacent residents at the Oak Bluff/Newfields Lane intersection of proposed no parking zones and return to the City Council with a resolution establishing no parking zones on Oak Bluff Lane; and (4) Conduct a traffic study for safety measures at North Dublin Ranch Drive and Oak Bluff Lane and return to the City Council with a report (Attachment 2). The first three measures have been completed. This staff report addresses the final request by the City Council. At City Council direction, Staff directed Omni -Means to prepare a supplemental report (Attachment 3) that would examine the potential pedestrian crossing improvements that could be adopted in addition to the findings of the prior crossing guard study. The Oak Bluff Lane / North Dublin Ranch Drive intersection is an all -stop controlled intersection with newly - painted yellow crosswalks on all four approaches, and on- street parking is allowed except for select red - curbed areas near the intersection. The supplemental study conducted both pedestrian and vehicular field counts which confirmed the results of the previous study that revealed that neither the traffic volume nor the pedestrian volume warrant meet the guidelines for crossing guards. The Omni -Means report stated that the all -way stop controls, unobstructed sight lines, painted sidewalks and relatively low pedestrian volumes suggest the intersection conditions are nearly optimal for pedestrian crossings, but the report did, however, examine additional measures that could be considered to maximize pedestrian safety. The measures ranged from new signs to curb bulb -outs. If the City Council were to choose to implement any of the measures outlined in the Omni -Means report, Staff recommends measures be implemented incrementally, as once a measure has been implemented it cannot be removed without examining very carefully the potential liability associated with the change. The following table lists in order steps that could be considered to enhance safety at this intersection: Priority Measures Cost 1 Install Two "School Crossing Ahead" signs and lateral markings in the $2,500 crosswalks to increase visibility One time cost 2 Paint "Stop" lines in front of the Crosswalks to insure stopping before the $1,000 crosswalk One time cost 3 Install Yield to Pedestrians Signing + "Stop Ahead" Advance Warning $1,000 Signing 2 One time cost 4 Assign new Crossing Guard (would require Higher Service Level) $12,000 per year 5 Construct Curb Bulb Outs (would be new Capital Improvement Project) $50,000 One time cost RECOMMENDATION: Staff recommends that the City Council consider the possible methods to enhance safety at the study intersections and their relative costs, and provide direction to Staff on the measures they would like to consider for incorporation. Page 2 of 2 it roe School Crossing Guard and Pedestrian Operations /Safety Study for Selected Intersections in the City of Dublin, CA DRAFT REPORT Prepared for: The City of Dublin, CA November, 2008 ITTICHENT ( SCHOOL CROSSING GUARD AND PEDESTRIAN OPERATIONS SAFETY STUDY FOR SELECTED INTERSECTIONS IN THE CITY OF DUBLIN, CA PREPARED FOR: CITY OF DUBLIN 100 CIVIC PLAZA DUBLIN, CA 94568 PREPARED BY: OMNI - MEANS, LTD. ENGINEERS & PLANNERS 1901 OLYMPIC BOULEVARD WALNUT CREEK, CA 94596 (925) 935 -2230 NOVEMBER 2008 35- 2807 -46 R1337RPTOOI.DOC 2zrb SOD INTRODUCTION / PURPOSE This study presents the initial findings of a City -wide Crossing Guard Evaluation conducted for the City of Dublin. Overall, a total of ten study locations (intersections) were evaluated (refer to Figure 1). Seven of these crossing guard locations are currently monitored by crossing guards and three are potentially new locations. The purpose of the study was to determine if both the existing and new intersections qualify for adult crossing guards when children are traveling to /from school. The basis for these evaluations were taken from a combination of sources including the California Manual on Uniform Traffic Control Devices on crossing guards as well as pedestrian, bicycle, vehicle, speed, and collision data for each location. CROSSING GUARD CRITERIA Guidelines to assist when deciding whether to use crossing guard monitors have been established by the State as presented in the California Manual on Uniform Traffic Control Devices (CaMUTCD).1 The general following criteria may be applied: "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross the public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to /from school." Additional options for adult crossing guards state, "At uncontrolled crossings where there is no alternate controlled crossing within 600 feet; and a. In urban areas where the vehicular traffic volume exceeds 350 during each of any two hours (not necessarily consecutive) in which 40 or more school pedestrians cross daily while going to or from school; OR b. In rural areas where the vehicular traffic volume exceeds 300 during each of any two hours (not necessarily consecutive) in which 30 or more school pedestrians cross daily while going to or from school. Whenever the critical (85'h percentile) approach speed exceeds 40 mph, the guidelines for rural areas should be applied." 2. "At stop sign controlled crossings: Where the vehicular traffic volumes on undivided highways of four or more lanes exceeds 500 per hour during any period when the school pedestrians are going to or from school." 3. "At traffic signal controlled crossings: a. Where the number of vehicular turning movements through the school crosswalk exceeds 300 per hour while school pedestrians are going to or from school; or b. Where justified through analysis of the operations of the intersection." The guidelines are a suggested policy in order to promote uniformity, but ultimately sound engineering judgment should be applied when deciding the course of action for individual locations. 'State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration MUTCD 2003 Edition, as amended for use in California. ll Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. Pedestrian /Crossing Guard Study Page I City of Dublin, CA R1337RPT001 yb k OD METHODOLOGY To supplement the CaMUTCD guidelines, specific data was collected at each study location which included the following components: • An overview of each intersection location describing the existing operating characteristics, traffic and pedestrian flows and other unique engineering aspects that would apply to crossing guard control. • Counts of pedestrian and bicycle crossing volumes at each location during the morning and afternoon peak hours of school - related travel activity. • Vehicle counts during the morning and afternoon peak hours at each location. • Vehicle and pedestrian accident history for the previous five calendar years (Jan. 2002 through Jan. 2007). • Comparison of the collected data with the guidelines for crossing guards and recommendations to enhance pedestrian crossing operations. STUDY INTERSECTIONS The following intersections were analyzed for crossing guard operations: 1.1 Shannon Avenue / Vomac Road (Monitored by Crossing Guard) 2.1 Shannon Avenue / San Ramon Road (Monitored by Crossing Guard) 3.1 Davona Drive / Bonniewood Lane (Monitored by Crossing Guard) 4.1 Amador Valley Boulevard / Burton Street (Monitored by Crossing Guard) 5.1 Amador Valley Boulevard / Penn Drive (Not monitored by Crossing Guard) 6.1 Central Parkway / Aspen Street (Monitored by Crossing Guard) 7.1 South Dublin Ranch Drive / Woodshire Lane (Monitored by Crossing Guard) 8.1 Oak Bluff Lane / North Dublin Ranch Road (Not Monitored by Crossing Guard) 9.1 Oak Bluff Lane / Newfields Lane (Not Monitored by Crossing Guard) 10.1 Antone Way / Grafton Street (Monitored by Crossing Guard) To provide for ease of review (and because each location could be reviewed independently), separate analyses and written summaries have been provided for each study location. Pedestrian /Crossing Guard Study Page 2 City of Dublin, CA R1337RPT001 .5t c o D SCHOOL PEDESTRIAN OPERATIONS /SAFETY STUDY FOR THE INTERSECTION OF: 1.1 SHANNON AVENUE / VOMAC ROAD This report presents the findings of a pedestrian crossing study for the intersection of Shannon Avenue at Vomac Road in.the City of Dublin, CA. The study was conducted in order to identify existing conditions when children are traveling to /from school and potential measures to facilitate their travel, including monitoring by adult crossing guards and /or improvements to the intersection design. Overall Intersection Description The Shannon Avenue/Vomac Road intersection is located adjacent to Dublin Elementary School. It is a T- shaped intersection (3 -legs) with Vomac Road oriented in a north -south direction and Shannon Avenue extending west from Vomac Road (see Figure 1.1). The intersection is all -way stop sign controlled. Both streets are primarily residential, with direct access to houses. However, Shannon Avenue also experiences through trips to /from San Ramon Road in addition to the morning and afternoon school trips. The school borders the east side of Vomac Road and street parking is prohibited (red curb) along the east side of Vomac Road fronting the school. Street parking is allowed elsewhere. The speed limit is 25 mph on both streets. This intersection is currently monitored by a crossing guard during the morning and afternoon periods of school activity. There are yellow crosswalks across Shannon Avenue and across the north side of Vomac Road (there is no crosswalk on the south side of Vomac Road). While the crossing guard is present, an in- street "Yield to Pedestrians in Crosswalk" sign (Type R1 -6) is placed in the crosswalk crossing Vomac Road. There are sidewalk facilities on both sides of each street. Vehicles access the school parking lot via an inbound -only driveway just south of the intersection and exit via an outbound -only driveway north of the intersection across from Holanda Lane. Many vehicles accessing the school lot travel in a circular path beginning from eastbound Shannon Avenue, then turn right at Vomac Road, then turn left into the parking lot, then turn left out of the exit driveway and turn right onto Shannon Avenue westbound. Pedestrian - Bicycle Volumes Summary The peak hour pedestrian volumes are illustrated in Figure 1.2. In the morning there were 130 pedestrians (62 adults, 60 children, 3 adult bikes, 5 child bikes) across Vomac Road and 49 pedestrians (27 adults, 21 children, 1 child bike) across Shannon Avenue. In the afternoon there were 127 pedestrians (62 adults, 59 children, 3 adult bikes, 3 child bikes) across Vomac Road and 33 pedestrians (14 adults, 18 children, 1 child bike) across Shannon Avenue. Traffic Volume -LOS Summary The intersection experienced a total of 405 vehicle trips in the morning and 271 in the afternoon. The crosswalk across Vomac Road experiences conflicting vehicle traffic from Vomac Road trips and the Shannon Avenue left -turn movement. Adding these volumes results in a potential conflict of 198 vehicles (with 130 pedestrians) in the morning and 129 vehicles (with 127 pedestrians) in the afternoon peak hour. The crosswalk across Shannon Avenue experienced 284 vehicles (with 49 pedestrians) in the morning and 193 vehicles (with 33 pedestrians) in the afternoon peak hour. Pedestrian / Crossing Guard Study Page 4 City of Dublin, CA R1337RPT001 IWO, -7Tb 1 o Conditions for drivers at an intersection are measured by Level of Service (LOS), which applies a letter ranking to successive levels of intersection performance. 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 and calculations are provided in the Appendix.) For intersections with all - way stop control, the LOS reflects the average overall intersection delay. The intersection is operating at LOS A conditions during the AM and afternoon peak hours. Although the intersection operates efficiently over the course of an hour, periods of congestion occur during the peak 15 -20 minutes in the morning and afternoon. Vehicles queue from the school entrance driveway through the Shannon/Vomac intersection. During the afternoon period, queued vehicles were stopped for five minutes due to school parking lot congestion which prevented vehicles from moving. During this time, there were idling vehicles queued through the intersection to San Ramon Road. Sight Distances There are no permanent obstructions to reduce sight distance from the crosswalks. However, during school related activity, parents park on both sides of Shannon Avenue and along the west side of Vomac Road which reduces sight distances from the western street corners to 50 -100 feet. Parking is prohibited along the east side of Vomac Road fronting the school. Additionally, vehicles queue through the intersection during the peak 15 -20 minutes of activity. Outside of the school activity times, street parking volume is low. However, field observations noted two -three vehicles parked on the south side of Shannon Avenue near the intersection throughout the day (appear to belong to homeowner on corner). This reduced sight distance from the southwest corner looking west (stop controlled approach) to approximately 50 -75 feet. On the west side of Vomac Road north of the intersection (stop controlled approach) street parking is allowed (although there is a hydrant at the corner of the intersection). Vehicles temporarily parked here can reduce sight distance looking north to approximately 75 -100 feet. 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 City's records, there were no recorded accidents at the intersection between January 2002 and January 2007. Crossing Guard Summary- Findings The Shannon Avenue/Vomac Road intersection is currently monitored by a crossing guard in the morning and afternoon. Guidelines to assist in determining whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic Control Devices (CaMUTCD).1 'State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration MUTCD 2003 Edition, as amended for use in California. Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. Pedestrian /Crossing Guard Study Page 5 City of Dublin, CA R1337RPT001 r The guidelines for crossing guards state the following: "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross a public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to or from school." The high pedestrian volumes observed across Vomac Road (approximately 130 people) during the peak hours exceed the CaMUTCD recommendation of 40 or more, indicating the intersection does qualify for crossing guards based on the state criterion. Also, vehicles queue from the school's entrance driveway through the intersection during the peak 20 -30 minutes of school activity. During these periods, sight distances are reduced at the crosswalk locations on the west side of the intersection. • Based on the pedestrian volumes and traffic conditions during school activity, maintaining crossing guard supervision at the intersection is recommended. The signing' conforms with the Caltrans Traffic Manual's (1996) guidelines. The Traffic Manual recommendations have been superseded by the CaMUTCD (2006) guidelines for new installations. Therefore, the City could consider replacing the existing signs. However, both documents emphasize maintaining uniformity in the field and the existing signing is consistent with other school zones in Dublin. The existing signs and pavement markings for the Shannon Avenue / Vomac Road intersection appear to be adequate (refer to Figure 1.3). A review of the signing at nearby intersections indicates the following installations could be considered. At the Holanda Lane intersection located 200 feet north of Shannon Avenue, there is a marked crosswalk across the uncontrolled Vomac Road approach. School crossing signs (Type W66 with W66A "School Xing ", per Caltrans) are located on each side of the crosswalk. Each sign faces toward one direction of approaching traffic. To maximize awareness of the crosswalk, consideration could be given to making each sign double -sided (so the installations on each side of the street face both directions of travel). • An advance school crossing sign (Type W63, per Caltrans) is located on Shannon Avenue for the eastbound approach to Vomac Road. There are no equivalent signs on Holanda Lane or Millbrook Avenue. Consideration could be given to installing signs on these two streets. Observed street parking near the intersection on eastbound Shannon Avenue (stopped approach) reduces sight distance to the west. Also, vehicles may park on southbound Vomac Road (stopped approach) near the intersection. A short segment of the curb on Shannon Avenue is painted red (faded). Consideration could be given to extending the red curb for one more car length which would create greater sight distance to the west. (Note: A parking prohibition on Shannon Avenue would impact the homeowner on the southwest corner who parks there throughout the day.) Also, consideration could be given to prohibiting parking (red curb) on the west side of Vomac Road for a short distance near the existing hydrant. Pedestrian/ Crossing Guard Study Page 6 City of Dublin, CA R1337RPT001 s a w y k m , pr c r w 1 y %i at . Av- y 1� ^.� 5 s� Y rte''.•, r.,� �� 4iV I�w a�. -w � .. �,. +yt�,�.. �, > ''y •. 1 S wC r�fi 4� ''• ,�,5$j9t �.� ANN N AV:: ill -; 1 � ,,. -,,• —� ._�.!.l .+". 1'.. H 4��ry e ��� � - k �41�'. ems' � I ��+7 J .�✓ �'• ��I rY� ` \'Sa, � •�4 Rr r�1 ,��` `�' S`Y `v a'q;�'".r +E'tvi�;; Wi ► A - s :.:� d wle k jrj h \ k Jp 1� r t' 1M► .. GC. '�` y��b T S . 5 � r��pg" � 0 s 0 F "� iY"f F „a ;�F" ' �`t.. gl '14f de- F • Jk . P ti e a •. �A�• �' ,� � y� -ir apt � 1, �' iu u to D II 124 adults 62 adults 119 children N co 59 children 60 children 6 adult bikes M q- 3 adult bikes co co 4-1 j 3 adult bikes rn o LO rn 257 Total 41 � 5 child bike 36 cn .41 i * a xing guard present 250 O 41 N 130 Total I 0 dOIS STOP 1301 Pedestrians 18 cn ; a crosswalk 18 -? cn xing guard present 102 -�, 0 198 Vehicles 14 adults y 1 child bike �♦ xing guard present 148--+0 STOP c o. 27 adults cu 0 H a) 21 children a x 3 m Shannon Ave. STOP aa) s 1 teen bike P o CD > 49 Total (no crosswalk) M 104t) 00 X (no crosswalk) N ----- - - - - -i o 0 pedestrians Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AM PEAK HOUR (8:00 -9:00 a.m.) U) c N � U a� > co co m co 127 Pedestrians 129 Vehicles f----- - - - - - E 0 pedestrians > Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:30 -3:30 pm) 124 adults 62 adults 119 children N co 59 children 6 adult bikes M q- 3 adult bikes co co 4-1 j 3 child bike 257 Total 41 � 127 Total 36 cn c * a xing guard present 250 O 41 N dOlS I 0 STOP crosswalks, 18 cn ; a Shannon Ave. fl T aa) xing guard present 102 -�, 0 a 14 adults y 1 child bike m v STOP 18 children o. M cu 1 child bike H E O Shannon Ave. 33 Total m > o o '•n X (no crosswalk) U) c N � U a� > co co m co 127 Pedestrians 129 Vehicles f----- - - - - - E 0 pedestrians > Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:30 -3:30 pm) Pedestrian Volumes WTM���W 2571 Pedestrians 327 Vehicles Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS 14 Observed Volumes at Shannon Ave. / Vomac Rd. Intersection Counts: 9/25/08 North kmno"-meqns figure 1.2 124 adults 119 children N co 6 adult bikes M q- 8 child bike 4-1 j 257 Total dO1S f---- - - - - -- ► 36 cn c * a xing guard present 250 O 41 N adults I 0 STOP Cn 0 39 children ; a Shannon Ave. fl T aa) 1 teen bike 1 2 a n- 1 child bike m v Of rn Lo 7CC-107 82 Total .X' (no crosswalk) f --- --- -- ---► E O 0 pedestrians > Pedestrian Volumes WTM���W 2571 Pedestrians 327 Vehicles Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS 14 Observed Volumes at Shannon Ave. / Vomac Rd. Intersection Counts: 9/25/08 North kmno"-meqns figure 1.2 I MILLBROOK AVE. SHANNON AVE. a O H Cn 1 O 13 m . MOis II END — [SCHOOL TOOHOS ZONE ONIX sz = sz llWll 033dS II Option: Make Existing School Crosswalk Warning Signs Double -Sided W A Ff— Option: Prohibit Parking (Red Curb) One Car Length `)NIX 3NOZ 100HDS "F ON3 LANDALE AVE. Tm m SCHOOL 0: 0 I XING U W XING SCHOOL lih SLOW SCHOOL SCHOOL STATE LAW (INSTALLED YIELD BY TO CROSSING GUARD DURING MONITORING) WITHIN CROSSWALK STOP t........................... SCHOOL m 1 C _ U 0 w SPEED 25 ! LIMIT 25 J 0 0 _ U } Q Z LLI 2 LIJ J LLI Z _J m I NOT TO SCALE Shannon Avenue & Vomac Road Intersections ,* Existing Pedestrian Signing And . North o�mlmo -means fiaure 1.3 1-2t 10 & SCHOOL PEDESTRIAN OPERATIONS /SAFETY STUDY FOR THE INTERSECTION OF: 2.1 SHANNON AVENUE / SAN RAMON ROAD This report presents the findings of a pedestrian crossing study for the intersection of Shannon Avenue at San Ramon Road in the City of Dublin, CA. The study was conducted in order to identify existing conditions when children are traveling to /from school and potential measures to facilitate their travel, including monitoring by adult crossing guards and/or improvements to the intersection design. Intersection Description The Shannon Avenue /San Ramon Road intersection is located approximately 750 feet west of Dublin Elementary School (see Figure 2.1). San Ramon Road is a north -south oriented arterial road with four through travel lanes and separate left -turn and right -turn lanes at the intersection. Shannon Avenue is a two -lane road oriented in an east -west direction that extends from the Vomac Road intersection adjacent to the school west through San Ramon Road to Peppertree Road. The intersection is signalized with protected left -turn phasing for left -turns from San Ramon Road. The Shannon Avenue left -turns have `permitted' phasing, where vehicles must yield to oncoming through traffic before turning left. This phasing also requires vehicles to yield to pedestrians who are in the opposing crosswalk. The speed limit is 40 mph on San Ramon Road and 25 mph on Shannon Avenue. This intersection is currently monitored by a crossing guard during the morning and afternoon periods of school activity. There are white striped crosswalks with "walk/don't walk" countdown pedestrian signals and activation buttons for all four legs of the intersection. (Based on the City's standards for walking speeds and pedestrian clearance requirements, the existing pedestrian signal settings are sufficient.) There are paved sidewalks along both sides of Shannon Avenue. There is a paved path along the west side of San Ramon Road and a gravel path along the east side. Parking is prohibited on San Ramon Road and allowed on Shannon Avenue. Field observations indicated low parking demand on Shannon Avenue west of the intersection. A few vehicles were observed parked on the east side in front of residential houses near the intersection. Pedestrian - Bicycle Volumes Summary Pedestrian and bicyclist counts were conducted during the morning and afternoon peak hours of school - related pedestrian activity. (Figure 2.2 illustrates the pedestrian volumes.) In the morning there were 30 pedestrians (16 adults, 12 children, 1 adult bike, 1 child bike) across the north side of San Ramon Road and 3 pedestrians (2 adults, 1 adult bike) across the south side. There were 11 pedestrians (6 adults, 2 children, 2 adult bikes, 1 child bike) across the west side of Shannon Avenue and 3 pedestrians (2 adults, 1 adult bike) across the east side. In the afternoon there were 19 pedestrians (5 adults, 9 children, 5 child bikes) across the north side of San Ramon Road and 11 pedestrians (4 adults, 6 children, 1 adult bike) across the south side. There were 10 pedestrians (4 adults, 3 children, 2 adult bikes, 1 child bike) across the west side of Shannon Avenue and 1 pedestrian (1 adult bike) across the east side. The crossing guard typically provides assistance across the north side of San Ramon Road and the east side of Shannon Avenue. The pedestrian volumes on these two crosswalks combined ranged from 20 -33 people during the peak hours. Pedestrian /Crossing Guard Stud' Page 10 City of Dublin, CA R1337RPT001 (3IY6 loci Traffic Volume -LOS Summary Vehicle turning movement counts were also conducted during the peak hours of school activity. (Refer to Figure 2.2.) The crosswalks across San Ramon Road experience conflicting vehicle traffic from San Ramon Road right turns as well as Shannon Avenue right turns and left turns. Adding these volumes results in a potential conflict of 125 vehicles (with 30 pedestrians) in the morning and 84 vehicles (with 19 pedestrians) in the afternoon for the north crosswalk. The south crosswalk has 184 conflicting vehicles (with three pedestrians) in the morning and 143 vehicles (with 11 pedestrians) in the afternoon. The crosswalks across Shannon Avenue experience conflicting traffic from San Ramon Road right turns and Shannon Avenue right turns. These volumes result in a potential conflict of 77 vehicles (with 11 pedestrians) in the morning and 64 vehicles (with 10 pedestrians) in the afternoon for the west crosswalk. The east crosswalk has 115 potentially conflicting vehicles (with three pedestrians) in the morning and 80 vehicles (with one pedestrian) in the afternoon. Conditions for drivers at an intersection are measured by Level of Service (LOS), which applies a letter ranking to successive levels of intersection performance. 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 and calculations are provided in the Appendix.) For intersections with signal control, the LOS reflects the average overall. intersection delay. The intersection is operating at LOS B conditions during the AM peak hour and the afternoon peak hour. Sight Distances Sight distances at the crossing locations were measured. There are no permanent objects obstructing { views and sight distances are generally quite long, with views on San Ramon Road reaching 500 feet and views on Shannon Avenue to the west reaching 300 feet. The wide street approaches and parking prohibition on San Ramon Road enhance visibility. Sight distances looking east on Shannon Avenue from the northeast corner of the intersection can be somewhat obstructed by vehicles parked in front of the adjacent residence. However, due to a mid -block curve and the alignment of the street, visibility is generally preserved in this direction. 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. A review of the five -year accident history (January 2002 — January 2007) shows no recorded accidents at the intersection. Crossing Guard Summary- Findings The Shannon Avenue / San Ramon Road Intersection is currently monitored by a crossing guard during school activity in the morning and afternoon. As noted, the crossing guard typically assists pedestrians across the north and east sides of the intersection. Guidelines to assist in determining whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic Control Devices (CaMUTCD).1 The CaMUTCD guidelines for crossing guards at signalized intersections state the following: reaestrian / Grossing (juard Study Page 11 City of Dublin, CA R1337RPT001 I L�� I o 0 "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross a public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to or from school." Furthermore, at traffic signal - controlled crossings: "(a) Where the number of vehicular turning movements through the school crosswalk exceeds 300 per hour while school pedestrians are going to or from school; or (b) Where justified through analysis of the operations of the intersection." The intersection does not meet the combination of pedestrian and vehicular volume guidelines for crossing guards at any of the crosswalks based on the criteria. The maximum hourly volumes range from 19 -30 pedestrians and 125 -184 vehicles. However, the guidelines are a "suggested policy ". Other considerations may support continued crossing guard monitoring. These include vehicle speeds on San Ramon Road. Speed surveys measured an 85 "'- percentile speed (or "critical speed ") of 44 -45 miles per hour (the posted speed limit is 40 mph). Also, the Shannon Avenue signal phasing requires left turning motorists to yield to pedestrians before completing the turn: • Therefore, although the intersection is signal controlled, the combination of high speeds on San Ramon Road and the presence of turning vehicles (including left- turning vehicles through the north and south crosswalks) suggests monitoring by a crossing guard could be maintained. In addition to the crossing guard warrants, other improvements to enhance pedestrian crossings were examined and are presented as follows: (The existing and potential signs are illustrated in Figure 2.3.) Given the intersection's proximity to the school, the possibility of painting the crosswalks yellow to indicate a school crossing area was examined. The CaMUTCD guidelines for crosswalk markings state: "A marked pedestrian crosswalk may be yellow if the nearest point of the crosswalk is not more than 2,800 feet from a school building or grounds and there are no intervening crosswalks other than those contiguous to the school grounds, and it appears that the facts and circumstances require special marking for the protection and safety of persons attending the school." (CaMUTCD, p.7C -2). The Shannon Avenue / San Ramon Road intersection is located approximately 700 feet from the western boundary of the school grounds. Given this intersection is the primary crossing point for pedestrians west of San Ramon Road and is located close enough to the school, the crosswalks could be painted yellow. • Also, signs directing turning motorists to yield to pedestrians may be installed. Based on the Federal MUTCD manual, a "Turning Traffic MUST Yield To Pedestrians" (Type R10 -15) sign may be installed "in order to remind drivers who are making turns to yield to pedestrians, especially at intersections where right turn on red is permitted and pedestrian crosswalks are marked." Consideration could be given to prohibiting parking (red curb) on the north side of Shannon Avenue near the intersection in order to maintain sight distance from the corner looking east. (Note: A parking prohibition on Shannon Avenue would impact the homeowner on the northeast corner who parks there throughout the day.) 'State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration MUTCD 2003 Edition, as amended for use in California. Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. Pedestrian / Crossing Guard Study Page 12 City of Dublin, CA R1337RPT001 am E t ,fir .'r' � 1 1� ',�� s � V ` 4, • �, w � 1i �++•� �3 w x � ,fir � � � , c �� � `'�R •:t' ;. 7 Ulm,, ..j a +3 `� =t.!�ty`•dt ,� r1 41 .• aye � 1e(�j ,t r 3 � P r+ 4 + +y fr� a 1 a x 4 t X 'g � - 1111 � S •:. A 16 adults 12 children 1 adult bike 1 child bike V 30 Total i (. 5 adults 9 children 5 child bikes — (o M M 00 cli 19 Total co 41 iLo. crosswalk 19 Pedestrians 52--+ 30 6 adults Xing guard present c 61 —► SIGNAL 23 2 children x � Y 2 adults 34 Z 65 2 adult bikes 3 �, a '2 `° Shannon Ave. 3 1 adult bike T 1 child bike o " ; m 0 3 Total Lo t Lo L) MN00 11 Total N crosswalk C: M M o M 0) 2 adults x co crosswalk S 1 adult bike co 0 E M adult 3 Total cn m 11 Pedestrians 4 Total N M N Vehicle Volumes Pedestrian Volumes =' U) 11- � o 143 Vehicles AM PEAK HOUR (8:00 -9:00 am) 5 adults 9 children 5 child bikes — (o M M 00 cli 19 Total co 41 iLo. -0. X 4 adults 6 children 1 adult bike 11 Total 30 Pedestrians 125 Vehicles c ca V) � D U m � m C (D U) U m t a) a> > CL LO M T 3 Pedestrians 184 Vehicles Volumes In Crosswalk crosswalk 19 Pedestrians crosswalk 0 0 40 t 13 Xing guard present c � SIGNAL 4 adults N 30 -► C 3 children 3 a 3 1 adult bike 33 67 108 2 adult bikes N N 1 Total 1 child bike M 0) 2 U r` 0) r\ 10 Total crosswalk S Nt co -0. X 4 adults 6 children 1 adult bike 11 Total 30 Pedestrians 125 Vehicles c ca V) � D U m � m C (D U) U m t a) a> > CL LO M T 3 Pedestrians 184 Vehicles Volumes In Crosswalk Vehicle Volumes Pedestrian Volumes AFTERNOON PEAK HOUR (2:30 -3:30 pm) Volumes In Crosswalk 21 adults 21 children 1 adult bike 't o M 6 child bikes ti 00 `r 49 Total l 19 Pedestrians crosswalk 0 92---+ t 43 84 Vehicles t 13 Xing guard present � L 17 �, m cn C r 43 N 20. °' 67 108 Shannon Ave. a N l y 2 adults 2 bikes 141 t Shannon Ave C 0 Nt 00 0 E M adult 2 child bikes m 11 Pedestrians 4 Total N M N CU crosswalk =' U) 11- � o 143 Vehicles Vehicle Volumes Pedestrian Volumes AFTERNOON PEAK HOUR (2:30 -3:30 pm) Volumes In Crosswalk 21 adults 21 children 1 adult bike 't o M 6 child bikes ti 00 `r 49 Total l 491 Pedestrians 209 Vehicles En C cn U m > a N e— T C co N a) L U b a> > v o� r- *4P estrians 327 Vehicles Volumes In Crosswalk Observed Volumes at Shannon Ave. / San Ramon Rd. Intersection j�` Counts: 9/24/08 North GDMIEMo -means figure 2.2 crosswalk 0 92---+ t 43 Xing guard present � L 91 SIGNAL ♦ 40 10 adults N 20. 67 108 5 children N l y 2 adults 2 bikes 141 t Shannon Ave 4 adult bikes �, _R N adult 2 child bikes m 2 4 Total N M N 21 Total crosswalk =' 11- � o 0 6 adults X m 6 children � 2 adult bikes U) 14 Total Vehicle Volumes Pedestrian Volumes COMBINED TOTALS 491 Pedestrians 209 Vehicles En C cn U m > a N e— T C co N a) L U b a> > v o� r- *4P estrians 327 Vehicles Volumes In Crosswalk Observed Volumes at Shannon Ave. / San Ramon Rd. Intersection j�` Counts: 9/24/08 North GDMIEMo -means figure 2.2 0 Z 0 Option: Z Paint Existing White Crosswalks Yellow c/) (per CaMUTCD) IM A 5 17 TURNING TRAFFIC MUST YIELD TO PEDESTRIANS SHANNON A Option: Install "TURNING TRAFFIC MUST YIELD TO PEDESTRIANS" Signs (Type R10 -15) At Desired Approaches (per FHWA MUTCD) tao NOT TO SCALE Shannon Avenue / San Ramon Road Intersection Existing Pedestrian Signing And North oUmlmo -means figure 2.3 i�' b k4') SCHOOL PEDESTRIAN OPERATIONS /SAFETY STUDY FOR THE INTERSECTION OF: 3.1 DAVONA DRIVE / BONNIEWOOD LANE This report presents the findings of a pedestrian crossing study for the intersection of Davona Drive at Bonniewood Lane in the City of Dublin, CA. The study was conducted in order to identify existing conditions when children are traveling to /from school and potential measures to facilitate their travel, including monitoring by adult crossing guards and/or improvements to the intersection design. Overall Intersection Description The Davona Drive / Bonniewood Lane intersection is located adjacent to the Murray Elementary School which borders the north side of Davona Drive (refer to Figure 3.1). The intersection is T- shaped (3 -legs) with stop sign control for the Bonniewood Lane approach. Both streets are primarily residential streets with speed limits of 25 miles per hour. Street parking is allowed along the south side of Davona Drive in front of residential houses. The north side of Davona Drive fronting the school is posted "Passsenger Loading Zone (8:00 am to 3:30 pm school days)" with drivers required to stay in the vehicle. The Davona Drive/Bonniewood Lane intersection is monitored by an adult crossing guard in the morning and afternoon. Pedestrian facilities include a yellow crosswalk striped across the Bonniewood Lane approach and a yellow crosswalk with longitudinal stripes across Davona Drive on the west side of the intersection (there is no crosswalk on the east side). Paved sidewalks are located on both sides of each street. There are "Keep Clear" pavement markings within the intersection. Pedestrian - Bicycle Volumes Summary Pedestrian counts were conducted during the morning and afternoon peak hours of school activity. As shown in Figure 3.2, there were 64 pedestrians (28 adults, 35 children, 1 child bike) across Davona Drive and 41 pedestrians (21 adults, 19 children, 1 child bike) across Bonniewood Lane in the morning. There were 91 pedestrians (26 adults, 65 children) across Davona Drive and,61 pedestrians (20 adults, 2 teens, 38 children, 1 adult bike) across Bonniewood Lane in the afternoon peak hour. Vehicle Traffic Volume -LOS Summary Vehicle counts were conducted simultaneously with the pedestrian counts (refer to Figure 3.2). Total intersection volumes were similar during the morning and afternoon peak hours, ranging from 276 to 304 vehicles. The volumes consist mostly of through trips on Davona Drive. The Bonniewood Lane approach volumes are relatively low, with 17 -30 vehicles. The crosswalk across Davona Drive experiences conflicting vehicle traffic from Davona Drive trips and the Bonniewood Lane left turn movement. Adding these volumes results in a potential conflict of 260 vehicles (with 64 pedestrians) in the morning and 252 vehicles (with 91 pedestrians) in the afternoon. The crosswalk across Bonniewood Lane experienced 57 vehicles (with 41 pedestrians) in the morning and 35 vehicles (with 61 pedestrians) in the afternoon. Conditions for drivers at an intersection are measured by Level of Service (LOS), which applies a letter ranking to successive levels of intersection performance. 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 and calculations are attached in the Appendix.) For intersections with minor- street stop control, the LOS reflects average delay experienced by the stopped approach. The Pedestrian / Crossing Guard Study Page 16 City of Dublin, CA R1337RPT001 qcyb k o 0 intersection operates at LOS A for the Bonniewood Lane approach during the AM peak hour and the afternoon peak hour. Although the intersection operates efficiently over the course of an hour, field observations noted periods of congestion when vehicle traffic peaks and street parking fills both sides of Davona Drive as motorists drop off /pick up children. In the afternoon during the peak 20 minutes of activity, vehicle queues on Davona Drive extend between Bonniewood Lane and Lucania Street located 200 feet to the east. Sight Distances There are no permanent obstructions to reduce sight distance from the crosswalks. The sight distances from the Davona Drive crosswalk were measured to be approximately 500 feet looking west and 550 feet looking east. During the busiest 15 -20 minutes before and after school, however, temporarily parked vehicles line both sides of Davona Drive near the intersection which can reduce sight distances from the edge of the crosswalks to approximately 75 feet. The sight distances were measured and compared to recommended guidelines as defined in the California Department of Transportation (Caltrans) Highway Design Manual for the uncontrolled crosswalk across Davona Drive. One guideline is referred to as "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 (higher speeds require longer stopping distance). Based on the measured 85t"- percentile speeds of 27 -28 mph, the stopping sight distance recommendation is 190 feet. Therefore, the sight distances exceed the recommendations. 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 City's records, there were no recorded accidents at the intersection between the years of January 2004 and January 2007. Crossing Guard Summary- Findings The Davona Drive / Bonniewood Lane intersection is currently monitored by a crossing guard in the morning and afternoon. Guidelines to assist in determining whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic Control Devices (CaMUTCD).' The guidelines for crossing guards state the following: "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross a public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to or from school." 'State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration MUTCD 2003 Edition, as amended for use in California. Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. reaesinan i urossing civard 37udy Page 17 City of Dublin, CA RI337RPT001 20(b �6c7 The field counts identified high pedestrian volumes across Davona Drive (64 -91 people) and Bonniewood Lane (41 -61 people) during the peak hours. The pedestrian volumes exceed the CaMUTCD recommendation of 40 or more, indicating the intersection qualifies for crossing guards using the state criterion. Also, vehicle volumes are relatively low overall, but they increase sharply for 20 -30 minutes during the peak of school activity. The increased traffic and concurrent street parking create temporary conditions of congestion and reduced sight distances near the intersection. Based on the pedestrian volumes and temporary traffic conditions, maintaining crossing guard supervision at the intersection is recommended. In addition to the crossing guard warrants, other improvements to enhance pedestrian crossings were examined and are presented as follows: The existing signs and pavement markings near the Davona Drive / Bonniewood Lane intersection are illustrated in Figure 3.3). The existing signs were derived from the Caltrans Traffic Manual's (1996) guidelines. The Traffic Manual recommendations have been superseded by the CaMUTCD (2006) guidelines for new installations. Therefore, the City could consider replacing the existing signs. However, both documents emphasize maintaining uniformity in the field and the existing signing is consistent with other school zones in Dublin. • School crosswalk warning signs should be installed at the Davona Drive crosswalk on each side of the street (Type W66 with W66A "School Xing" per Caltrans, or Type S 1 -1 with W16-7 "arrow" symbol per CaMUTCD). To further enhance visibility to motorists, double -sided signs could be installed which would face both directions of approaching traffic. • To maximize awareness of pedestrians in the crosswalk, consideration could be given to placing a "Yield to Pedestrians in Crosswalk" sign (Type R1 -6) within the crosswalk. This could be permanent or temporarily installed by the crossing guard while monitoring occurs. The existing signs for eastbound Davona Drive consist of an advance warning assembly (W63 or Sl -1 with "School" legend) and "Slow School Xing Ahead" pavement marking very near Wicklow Lane. For westbound Davona Drive, there is an advance warning sign (W63 or S1 -1) located just west of Bandon Drive and another advance warning sign (W63 or S1 -1 with "Xing" sign) located at the Lucania Street intersection. There is a "Slow School Xing" pavement marking between Lucania Street and Bonniewood Lane. To provide uniformity for both travel directions, consideration could be given to adding a "School" sign (W65 or S4 -3) to the advance warning sign near Bandon Drive, or replacing the "Xing" sign at the Lucania intersection (this would align the "School" sign with the "Slow School Xing" pavement marking). The existing sign near Wicklow Lane for eastbound Davona Drive is located approximately 700 feet from the Bonniewood Lane crosswalk. • In order to provide a warning closer to the crosswalk, consideration could be given to installing an advance warning sign (W63 or S 1 -1) anywhere from 200' -400' west of Bonniewood Lane. Pedestrian / Crossing Guard Study Page 18 City of Dublin, CA R1337RPT001 ` M IV- DAVONA f c �-' ` � _ � �� � #;"'7..5;x- t - .x �' �y � 1 '.-r � • 't`.: +� .t AJ y n � 1T: �- . • ... "# +..smear ....� -.�* *f .eta. +t ! n'� s DAVONA DR, M 7770 Mllz�- iivl .:� .4 t 2 _ a r Bans figure Pedestrian Volumes (sidewalk) (sidewalk) �* c Y I I 3 N i ; 0 peds. 28 adults o 0 Y 35 childrenN m X N 81 0 peds. 1 child bike co o I 64 Total 2 teens •X crosswalk 1 adult bike - --► xing guard present Pedestrian Volumes r- N o 21 adults ( c0 N 19 children A _L:IJ 1:1— Pedestrian Volumes 81 -► 166 (sidewalk) a) �* a) 26 adults a Y I I 3 N i ; 0 peds. 65 children � o 0 91 Total m 0 m X crosswalk m X x xing guard present 20 adults 2 teens 38 children O O J 1 adult bike 61 Total Pedestrian Volumes 81 -► 166 (sidewalk) c „* 54 adults 3 Z i- 24 100 children a 0 eds. 1 child bike co p � ; STOP Davona Dr. 0 o I m X x v xing guard present aD 2 teens O O J 57 children p r- N o ( c0 N 3 41 Pedestrians 0 M 57 Vehicles Vehicle Volumes AM PEAK HOUR (7:45 -8:45 am) 119 -► ---- 122 6-+ i- 12 STOP 4, r► Davona Dr u7 N 5 T 0 0 0 a 0 (n Volumes In Crosswalk C � U a m a N LO 0) N 61 Pedestrians 35 Vehicles Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:30 -3:30 pm) 200 -► --- 288 9 -7+ f- 36 STOP Davona Dr c LO (N -� cY) 0 0 0 M Vehicle Volumes COMBINED TOTALS Cn c N E En N U - a a> a" N L0 LO LO 102 Pedestrians IF 92 Vehicles Volumes In Crosswalk k ae I I& Observed Volumes at Davona Dr. / Bonniewood Ln. Intersection Counts: 9/17/08 North ouno -means figure 3.2 (sidewalk) c „* 54 adults Y F 100 children a 0 eds. 1 child bike co p � ; 155 Total m 0 o I m X x �+ crosswalk xing guard present 41 adults 2 teens 57 children 1 adult bike 1 child bike 102 Total Pedestrian Volumes 200 -► --- 288 9 -7+ f- 36 STOP Davona Dr c LO (N -� cY) 0 0 0 M Vehicle Volumes COMBINED TOTALS Cn c N E En N U - a a> a" N L0 LO LO 102 Pedestrians IF 92 Vehicles Volumes In Crosswalk k ae I I& Observed Volumes at Davona Dr. / Bonniewood Ln. Intersection Counts: 9/17/08 North ouno -means figure 3.2 M U R R A Y E L E M E N T A R Y S C H O O L Option: Install "SLOW SCHOOL XING' Pavement Marking , f o sr °p I• =D 0 r S ocmno-means Install School Crosswalk Warning Assemblies: W66 & W66A "SCHOOL XING" (per Caltrans Traffic Manual) or S1 -1 & W16 -7 Arrow Symbol) (per CaMUTCD) (`Option: Double- Sided) (Passenger Loading Zone B am to 3:30 pm Driver Stay In Car School Days Only) i-Ig i Option: Install School Advance Warning Assembly W63 w -w /o "SCHOOL" or "XING' (per Caltrans Traffic Manual) or S1 -1 w -w /o "SCHOOL" or "AHEAD" (per CaMUTCD) (Passenger Loading Zone a am to 3:30 pm Driver Stay In car School Days Only) co o� z x O As o h STOP D_N O Z o� Ir Wmilt-000 R-11-1 I 11; 1150 1111 Ito Option: Add /Replace With S4 -3 "SCHOOL" Sign Or W16 -9P "AHEAD" Sign (per CaMUTCD) ao a •I •I o 0 STOP 1 1. 4 DAVONA DR. NOT TO SCALE North figure 3.3 U ZgJb too SCHOOL PEDESTRIAN OPERATIONS /SAFETY STUDY FOR THE INTERSECTION OF: 4.1 AMADOR VALLEY BOULEVARD / BURTON STREET This report presents the findings of a pedestrian crossing study for the intersection of Amador Valley Boulevard at Burton Street in the City of Dublin, CA. The study was conducted in order to identify existing conditions when children are traveling to /from school and potential measures to facilitate their travel, including monitoring by adult crossing guards and /or improvements to the intersection design. Overall Intersection Description The Amador Valley Boulevard / Burton Street intersection is located in the vicinity of Frederiksen Elementary School (north of intersection) and Wells Middle School and Valley High School (south of intersection). (See Figure 4.1.) It is a T- shaped intersection with stop control for the Burton Street approach. Amador Valley Boulevard is oriented in an east -west direction with one travel lane in each direction separated by a median and has a separate eastbound left -turn lane pocket. There are striped bike lanes and on- street parking within areas defined by shoulder stripes and curb bulb -outs. Burton Street is a short two -lane road between Amador Valley Boulevard and Tamarack Drive that serves adjacent residences as well as vehicle trips to /from Frederiksen School. Both streets have a speed limit of 25 mph. The intersection is currently monitored by a crossing guard during the morning and afternoon periods of school activity. Pedestrian facilities include a yellow crosswalk across Burton Street and a yellow crosswalk with longitudinal stripes across Amador Valley Boulevard on the west side of the intersection. (There is no crosswalk on the east side.) There is an in- street "Yield to Pedestrians in Crosswalk" sign 1 (Type R1 -6) installed in the Amador Valley Boulevard crosswalk. There are paved sidewalks along both sides of each street and curb "bulb- outs" at the edges of the crosswalk. The Penn Drive intersection is located approximately 400 feet to the east. Pedestrian- Bicycle Volumes Summary Surveys were conducted of pedestrian crossing volumes during the morning and afternoon periods of school- related activity. (Refer to Figure 4.2.) Across Amador Valley Boulevard there were 28 pedestrians (13 adults, 1 teen, 13 children, 1 adult bike) in the morning peak hour and 11 pedestrians (3 adults, 6 children, 1 adult bike, 1 child bike) in the afternoon peak hour. Across Burton Street there were 12 pedestrians (6 adults, 2 teens, 3 teen bike, 1 child bike) in the morning and 5 pedestrians (1 adult, 2 children, 1 teen bike, 1 child bike) in the afternoon peak hour. Traffic Volume -LOS Summary The volumes at the intersection were similar in the morning and afternoon periods. Surveys of the total intersection volumes identified 657 -672 vehicle trips during both peak hours. The number of vehicles through the Amador Valley Boulevard crosswalk was 576 in the morning (with 28 pedestrians) and 603 in the afternoon (with 11 pedestrians). The Burton Street crosswalk experienced 117 vehicles in the morning (with 12 pedestrians) and 102 vehicles in the afternoon hour (with 5 pedestrians). Conditions for drivers at an intersection are measured by Level of Service (LOS), which applies a letter ranking to successive levels of intersection performance. 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 and calculations are provided in the Appendix.) For intersections with minor- street stop control, the LOS reflects the delay experienced by the stopped approach. The Pedestrian/ Crossing Guard Study Page 22 City of Dublin, CA R1337RP TOO 1 z5 1100 intersection is operating at LOS B conditions for the Burton Street stopped approach during the AM peak hour and the afternoon peak hour. Although the intersection operates efficiently over the course of an hour, field observations of traffic conditions on Amador Valley Boulevard indicated a low number of natural "gaps" in the traffic stream for pedestrians to cross the street. Vehicle queuing on Amador Valley Boulevard extended well beyond the intersection for 30 minutes during the peak hour (particularly in the morning). Sight Distances Sight distances at the intersection were measured to be approximately 225 feet looking east and 250 feet looking west from the Amador Valley Boulevard crosswalk. The curb bulb -outs at the crosswalk enhance visibility by reducing interference from parked vehicles. Parking is allowed on Burton Street in front of residential houses. No vehicles were observed parked near the intersection during the field observations. However, if occupied, sight distances on Burton Street could be limited to approximately 75 feet from the sides of the crosswalk. The sight distances were measured and compared to recommended guidelines as defined in the California Department of Transportation (Caltrans) Highway Design Manual for the uncontrolled Amador Valley Boulevard crosswalk. One guideline is referred to as "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 (higher speeds require longer stopping distance). Based on the 25 mph speed limit (measured 85th- percentile speeds were lower than 25 mph during the peak hours), the stopping sight recommendation is 165 feet. Therefore, the sight distances exceed the recommendations. 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. A review of the City's records indicates there have been two recorded accidents at the intersection between the years of January 2002 and January 2007. One of the accidents resulted from a failure to yield to a pedestrian in the crosswalk and caused injury, while the other involved two vehicles (rear- ender) causing only property damage. Crossing Guard Summary- Findings The Amador Valley Boulevard / Burton Street intersection is currently monitored by a crossing guard in the morning and afternoon. Guidelines to assist in detennining' whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic Control Devices (CaMUTCD).l State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration MUTCD 2003 Edition, as amended for use in California. Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. Pedestrian /Crossing Guard Study Page 23 City of Dublin, CA R1337RPT001 Z(o`6 ioa The guidelines for crossing guards state the following: "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross the public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to /from school." The field counts identified pedestrian volumes (11 -28 people) that are below the recommended minimum (40 pedestrians). However, vehicle volumes on Amador Valley Boulevard (576 -603 vehicles) are high and vehicle queuing limits the number of "gaps" in the traffic available for pedestrians to cross the street. The crossing guard is able to maintain gaps by temporarily stopping traffic. • The combination of high vehicle volumes and queuing on Amador Valley Boulevard suggests monitoring by a crossing guard could be maintained. In addition to the crossing guard warrants, other improvements to enhance pedestrian crossings were examined and are presented as follows: (The existing signs and pavement markings near the intersection are illustrated in Figure 4.3.) The current installations were derived from the Caltrans Traffic Manual's (1996) guidelines. The Traffic Manual recommendations have been superseded by the CaMUTCD (2006) guidelines for new installations. Therefore, the City could consider replacing the existing signs. However, both documents emphasize maintaining uniformity in the field and the existing signing is consistent with other school zones in Dublin. There are existing crosswalk warning assemblies (W66 with W66A "School Xing" signs, per Caltrans Traffic Manual) at the Amador Valley Boulevard crosswalk on the south side (facing eastbound traffic) and in the center median (facing westbound traffic). • To enhance awareness of the crosswalk, another crosswalk warning assembly could be installed on the north side (facing westbound traffic.) To further enhance visibility to motorists, the signs could be made double -sided to face both directions of approaching traffic. (Alternatively, the "School Xing" signs could be replaced with "arrow" symbols W16 /W66B pointing at the crosswalk, per the CaMUTCD guidelines.) To maximize sight distance for the southbound (stop controlled) Burton Street approach, consideration could be given to prohibiting street parking (red curb) along the west side for approximately 25 feet from the intersection. This would eliminate a parking space for the house on the corner facing Burton Street. (Field observations indicated the space is not frequently occupied.) Pedestrian/ Crossing Guard Study Page 24 City of Dublin, CA R1337RPT001 .f. I' . � la z {• # yr * „ „�. XX r UW 1 + ON op tip."..`:? f" 4�'x�� {i :` . .;�' 3•', Y ,,� erns ap r?4 � �, �Y- '� ' tl�� �'�,, r 'r.6:� � r�ti�a�% t 1+�.: � 1 �.+ y � A t ti� J , �•, s ♦ �,� �, � 0.9 � � � 9 1 �v LP n., f 4 �I,^ x ;� �a� �,,. - t �,� �• "a','�Y�W' ;.;� S� v q.. v! �„ru it t ".� .: • ' �k 'M";, '' so- ,. 'C r } � u�� • ' '. 2", OD Pedestrian Volumes 1 adult 2 children 1 teen bike 1 child bike 5 Total 219 Vehicles 6 adults 3 adults z crosswalk 6 children (n N 2 teens 1 adult bike a Ca 3 1 child bike. -o 3 teen bikes 11 Total 39 Total m rn c 1 child bike x 12 Pedestrians 12 Total 117 Vehicles xing guard present U) `— C N co o Cn c (n 13 adults 0. crosswalk m N 1 teen N �, Y x dO1S Amador Valley Blvd. ad a) 13 children N 0 eds. 15 -+ 50 D- 1 adult bike o 01 1 196 344 N LO 28 Total 0 g C x (sidewalk) Pedestrian Volumes 1 adult 2 children 1 teen bike 1 child bike 5 Total Vehicle Volumes AM PEAK HOUR (8:00 -9:00 am) W N c0 �J m dols Amador Valley Blvd 17 t 37 272 —► 298 Volumes In Crosswalk 5 Pedestrians 102 Vehicles C f0 rn fn U a� s a � a� > o_ co r O Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:30 -3:30 PM) 7 adults 2 teens 2 children 4 teen bikes 2 child bikes 17 Total 219 Vehicles xing guard present 1 3 adults z crosswalk 6 children (n N Y* 1 adult bike a Ca 3 1 child bike. -o N (nn 1 0 peds. 11 Total o 0 0 1 39 Total m rn c of ci ` Y x (sidewalk) Vehicle Volumes AM PEAK HOUR (8:00 -9:00 am) W N c0 �J m dols Amador Valley Blvd 17 t 37 272 —► 298 Volumes In Crosswalk 5 Pedestrians 102 Vehicles C f0 rn fn U a� s a � a� > o_ co r O Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:30 -3:30 PM) 7 adults 2 teens 2 children 4 teen bikes 2 child bikes 17 Total Pedestrian Volumes U) ti M p M CO m dols Amador Valley Blvd 32 t 87 468 —r 642 Vehicle Volumes COMBINED TOTALS 17 Pedestrians 219 Vehicles xing guard present t 16 adults z �. crosswalk 1 teen (n N ^* Y (U 19 children a 3 N 2 adult bikes c o 0 0 peds. 1 child bike g 39 Total X "+ (sidewalk) Pedestrian Volumes U) ti M p M CO m dols Amador Valley Blvd 32 t 87 468 —r 642 Vehicle Volumes COMBINED TOTALS 17 Pedestrians Volumes In Crosswalk I_ Observed Volumes at Amador Valley Blvd. /Burton St. Intersection Counts: 10 /16/08 North oac�o� means figure 4.2 219 Vehicles N N � a� rn rn Volumes In Crosswalk I_ Observed Volumes at Amador Valley Blvd. /Burton St. Intersection Counts: 10 /16/08 North oac�o� means figure 4.2 Option: Install School Crosswalk Warning Assembly: W66 & W66A "SCHOOL XING" (per Caltrans Traffic Manual) OR Replace Existing Signs With S1 -1 & W16 -7 Arrow Symbols (per CaMUTCD) (`Option: Double- Sided) Y J J OF 3�0 =� U) } �0 F U co z J O �I F- O n •1e� 2 dO1S a N AMADOR VALLEY BLVD. z i°' S' , • if o o h Option: Make Existing School Crosswalk Warning Signs Double -Sided ocMlmo -means °v 0 z w a Amador Valley Boulevard / Burton Street Intersection Existing Pedestrian Signing And-- STOP 0 ao °w �Q NOT TO SCALE North figure 4.3 I O -3o t 1 Q,0 SCHOOL PEDESTRIAN OPERATIONS /SAFETY STUDY FOR THE INTERSECTION OF: 5.1 AMADOR VALLEY BOULEVARD / PENN DRIVE This report presents the findings of a pedestrian crossing study for the intersection of Amador Valley Boulevard at Penn Drive in the City of Dublin, CA. The study was conducted in order to identify existing conditions when children are traveling to /from school and potential measures to facilitate their travel, including monitoring by adult crossing guards and/or improvements to the intersection design. Overall Intersection Description The Amador Valley Boulevard / Penn Drive intersection is located in the vicinity of several schools, including Frederiksen Elementary School (north of intersection) and Wells Middle School and Valley High School (south of intersection). It is a T- shaped intersection (3 -legs) with all -way stop sign control (refer to Figure 5.1). Amador Valley Boulevard is oriented in an east -west direction with one travel lane in each direction separated by a median and has a separate westbound left -turn lane pocket. There are striped bike lanes and on- street parallel parking areas defined by shoulder stripes. Penn Drive extends south from Amador Valley Boulevard then loops west past Wells Middle School and Valley High School. It is a two -lane road that serves adjacent residences and the schools. Both streets have a 25 mph speed limit. The intersection has a yellow crosswalk across Penn Drive and across the west side of Amador Valley Boulevard (there is no crosswalk on the east side of Amador Valley Boulevard). There are sidewalk facilities on the sides of each street and curb bulb -outs at the crosswalk on Amador Valley Boulevard. The Burton Street intersection is located approximately 400 feet to the west. Pedestrian - Bicycle Volumes Summary Pedestrian volumes were monitored during the morning and afternoon peak hours of school activity. (The volumes are illustrated in Figure 5.2.) In the morning, 28 people (6 adults, 13 teens, 1 child, 7 teen bikes, 1 child bike) were observed crossing Amador Valley Boulevard and 9 people (3 adults, 4 children, 2 adult bikes) were observed crossing Penn Drive. In the afternoon, 74 people (5 adults, 41 teens, 21 children, 1 adult bike, 2 teen bikes, and 4 child bikes) crossed Amador Valley Boulevard and 27 people (1 adult, 7 teens, 12 children, 1 adult bike, 6 child bikes) crossed Penn Drive. Traffic Volume -LOS Summary The number of vehicle trips through the intersection was also monitored. The volumes were similar in the morning and afternoon periods. The intersection experienced 777 -799 vehicle trips in the morning and afternoon peak hours. The number of vehicles through the Amador Valley Boulevard crosswalk was 621 in the morning (with 28 pedestrians) and 639 in the afternoon (with 74 pedestrians). The number of vehicles through the Penn Drive crosswalk was 322 in the morning (with 9 pedestrians) and 310 in the afternoon peak hour (with 27 pedestrians). Conditions for drivers at an intersection are measured by Level of Service (LOS), which applies a letter ranking to successive levels of intersection performance. 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 and calculations are provided in the Appendix.) For intersections with all - way stop control, the LOS reflects overall delays. The intersection is operating at LOS B conditions during the AM peak hour- and the afternoon peak hour. reaesmtan i crossing Guard Study Page 28 City of Dublin, CA R1337RPT001 3106 10C) Although the intersection operates efficiently overall, the high volumes on Amador Valley Boulevard during the peak 30 minutes result in traffic congestion and extensive vehicle queues beyond the intersection (particularly in the morning peak hour). Sight Distances The sight distances from the crosswalks looking down Amador Valley Boulevard are quite long, reaching 500 feet. The curb bulb -outs at the crosswalk aid in visibility as parked vehicles do not interfere with sight lines. Although there are no permanent objects affecting sight distance looking down Penn Drive, vehicles parked near the intersection can reduce visibility to 75 feet. 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. The City's records indicate there have been four accidents (two in 2004 and two in 2006) between January 2002 and January 2007. None of the accidents involved a pedestrian (there were three rear -end accidents and one right -angle collision). One of the year- end accidents had a reported injury. Crossing Guard Summary- Findings This intersection is not monitored by a crossing guard. Guidelines to assist in determining whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic Control Devices (CaMUTCD).' The guidelines for crossing guards state the following: "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross the public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to /from school." The pedestrian volumes in the afternoon (74 people) exceeded the CaMUTCD recommendation of 40 or more crossing in one hour, but the morning volume (28 people) did not, therefore the warrant is not entirely met based on individual crossing locations. However, the total morning volume at both crosswalks combined was 37, which nearly meets the recommendation. Field observations indicate pedestrians approach the crosswalks from multiple directions due to the various locations of schools in the area. A portion of the pedestrians (approximately 25 % -30 %) are to /from the west side of the intersection. These people presumably could cross Amador Valley Boulevard at the Burton Street intersection (located 400 feet west) where a crossing guard is present. However, a majority of the people are to /from the east side of the intersection. These people are primarily accessing the Penn Drive schools and don't use Burton Street. Most of these people appear to be un- chaperoned teenagers and older children (as opposed to young children with parents who comprise most of the Burton Street pedestrians). 'State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration MUTCD 2003 Edition, as amended for use in California. Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. Pedestrian / Crossing Guard Study Page 29 City of Dublin, CA R1337RPT001 The all -way stop controls provide ".gaps" in the traffic flow which enhance the ability for pedestrians to cross. Also, the vehicle queuing that results from the high volumes actually lowers speeds compared to free -flow conditions. However, the congested conditions also put vehicles into closer proximity with pedestrians during the time when pedestrian volumes are highest. It is also noted that a small portion of the kids crossed Amador Valley Boulevard on the east side of the intersection where there is no marked crosswalk. These pedestrians would be more likely to utilize the marked crosswalk in the presence of a crossing guard monitor. The combination of high vehicle volumes and queuing on Amador Valley Boulevard suggests monitoring by a crossing guard could be considered. In addition to the crossing guard warrants, other optional improvements to enhance pedestrian crossings were examined and are presented as follows: (The existing and potential signs are shown in Figure 5.3.) There is an existing "Stop Ahead" sign with accompanying pavement marking located west of the intersection for eastbound traffic. Similarly, there is a "Stop Ahead" sign east of the intersection for westbound traffic, but there is no "Stop Ahead" pavement marking. • To provide uniformity for both approaches, a "Stop Ahead" pavement marking could be installed east of the intersection for westbound traffic. To maximize sight , distance for the northbound Penn Drive approach (stop controlled), consideration could be given to prohibiting street parking (red curb) along the east side near the intersection. (It is noted, however, that the residents appear to regularly park in these spaces.) Pedestrian /Crossing Guard Study Page 30 City of Dublin, CA R1337RPT001 „t ��,� + ��,;.� e � w�� .fu's "�' �,�p�, �''�'•� t- F � s 1 ° w � ti twat' k'R y F s A 1 - �� Rl y 19 ' 4 . n” '99 of „,yam,.” -^•! p...l.' �i #R � :; _�. . Pedestrian Volumes 156 --0. cn o 4-- 299 ro 0 peds. 71 0 ; *-- 106 U) s a) > T Amador Valley Blvd. aa) a Lo o 0 00 0.) LO c N c a� o_ Vehicle Volumes AM PEAK HOUR (8:00 -9:00 am) 91 Pedestrians 382 Vehicles Volumes In Crosswalk (sidewalk) 11 adults 6 adults 54 teens r 13 teens Y N 1 child y 3' N � 7 teen bikes o 2 1 child bike N r- crosswalk 28 Total 3 y I 244 245 crosswalk En 1 adult bike 3 adults 60 �, o 99 4 children 0 2 teen bikes 2 adult bikes 9 total Pedestrian Volumes 156 --0. cn o 4-- 299 ro 0 peds. 71 0 ; *-- 106 U) s a) > T Amador Valley Blvd. aa) a Lo o 0 00 0.) LO c N c a� o_ Vehicle Volumes AM PEAK HOUR (8:00 -9:00 am) 91 Pedestrians 382 Vehicles Volumes In Crosswalk 27 Pedestrians 310 Vehicles Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:30 -3:30 pm) (sidewalk) 11 adults L 54 teens 21 5 adults 3 N' 400—o. ti 0 adult bike peds. o 0 131 9 teen bikes U 0 vo 41 teens Y* 102 Total LO c- N r- crosswalk 21 children 3 y I 244 245 c En 1 adult bike o 2; 0 peds. 60 �, o 99 0 2 teen bikes 0 01 a) 4 child bikes "� STOP Amador Valley Blvd. o aD 74 Total 4 F" 1: 41 crosswalk o , 0 co 1 adult °' Co ~ 7 teens n 12 children 1 adult bike 6 child bikes 27 total 27 Pedestrians 310 Vehicles Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:30 -3:30 pm) a 544- (sidewalk) 11 adults L 54 teens 21 22 children 1 3 N' 400—o. ti 0 adult bike peds. o 0 131 9 teen bikes U 0 vo 5 child bikes a) 102 Total LO c- N r- crosswalk co r C 4 adults 7 teens 16 children o_ 3 adult bikes 6 child bikes 36 total a 544- C aa) 0 205 (n,� a STOP 41 Amador Valley Blvd. a) o LO c- N r- N co r C 0 �— �— c a) o_ 361 Pedestrians 692 Vehicles /o0 IPedestrian Volumes Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS 14 . Observed Volumes at Amador Valley Blvd. / Penn Dr. Intersection Counts: 10 /30/08 forth omimo -means figure 5.2 Y 0. O¢ 3w0 -C3o J 2� NNg��'-f U 0 C.) Z >4_0 orM0o -means dOlS 0�> Xn Z = 00 0 r z 0 m AMADOR VALLEY BLVD. 9 I* O� 2 �' y o o* a� U � of i; a '� w N 9 STOP O Z Z W a f. Option: Install "STOP AHEAD" Pavement Marking a� N = \ ¢'I NOT TO SCALE 4 North fiqure 5.3 w Ii -3�pb too SCHOOL PEDESTRIAN OPERATIONS /SAFETY STUDY FOR THE INTERSECTION OF: 6.1 CENTRAL PARKWAY / ASPEN STREET This report presents the findings of a pedestrian crossing study for the intersection of Central Parkway at Aspen Street in the City of Dublin, CA. The study was conducted in order to identify existing conditions when children are traveling to /from school and potential measures to facilitate their travel, including monitoring by adult crossing guards and /or improvements to the intersection design. Overall Intersection Description The Central Parkway /Aspen Street intersection is located at the southeast corner of the Dougherty Elementary School grounds (refer to Figure 6.1). It is a T- shaped intersection with stop control for the Aspen Street approach. Central Parkway is oriented in an east -west direction with one travel lane in each direction separated by a wide median and has a separate eastbound left -turn lane pocket. Central Parkway has a posted speed limit of 35 mph, but there is specialty "School: 25 mph When Children Present" signing west of the intersection. Street parking is provided in designated curb cut -out areas. Aspen Street is a two -lane road bordering the school to the west and residential homes to the east. The speed limit is 25 mph and street parking is permitted. The intersection is currently monitored by a crossing guard during the morning and afternoon periods of school activity. There is a yellow crosswalk across Aspen Street and a yellow crosswalk with longitudinal stripes across Central Parkway on the west side of the intersection. (There is no crosswalk on the east side.) There is an in- street "Yield to Pedestrians in Crosswalk" sign (Type R1 -6) installed in the l Central Parkway crosswalk. There is a specialty sign for pedestrians at the crosswalk on the south side of Central Parkway stating "School Pedestrian Crossing When Crossing Guard Is Present." There are paved sidewalks along both sides of each street and curb "bulb- outs" at the Central Parkway crosswalk. Access to the school grounds is available via a gate on Aspen Street approximately 450 feet north of the intersection. Pedestrian - Bicycle Volumes Summary Pedestrian crossing counts were conducted during the morning and afternoon periods of school - related activity (refer to Figure 6.2). Across Central Parkway there were 44 pedestrians (23 adults, 21 children) in the morning peak hour and 43 pedestrians (17 adults, 2 teens, 24 children) in the afternoon peak hour. Across Aspen Street there were 12 pedestrians (5 adults, 2 children, 3 adult bikes, 1 teen bike, 1 child bike) in the morning and 11 pedestrians (5 adults, 5 children, 1 child bike) observed in the afternoon peak hour. Traffic Volume -LOS Summary Vehicle counts were conducted at the intersection with the pedestrian counts. (The volumes are shown in Figure 6.2.) The intersection experienced 304 total vehicle trips in the morning and 245 in the afternoon. The crosswalk across Central Parkway experiences conflicting vehicle traffic from Central Parkway through trips and the Aspen Street right turn movement. These volumes resulted in a potential conflict of 234 vehicles (with 44 pedestrians) in the morning and 196 vehicles (with 43 pedestrians) in the afternoon. The crosswalk across Aspen Street experienced 117 vehicles (with 12 pedestrians) in the morning and 78 vehicles (with 11 pedestrians) in the afternoon. Pedestrian /Crossing Guard Studv Page 34 City of Dublin, CA R1337RPT001 315b for Conditions for drivers at an intersection are measured by Level of Service (LOS), which applies a letter ranking to successive levels of intersection performance. 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 and calculations are proved in the Appendix.) For intersections with minor - street stop control, the LOS reflects the average delay for the stopped approach. The intersection operates at LOS B conditions during the AM peak hour and LOS A conditions during the afternoon peak hour. Field observations indicate the intersection operates efficiently throughout the morning and afternoon peak periods. Although traffic volumes rise during the peak 20 -30 minutes of activity, the intersection remains free of vehicle congestion or queuing. The intersection is far enough away from school access points that there is very little street parking associated with pick -ups or drop -offs. Sight Distances Sight distances were measured at the crossing locations for each crosswalk. From the south side of Central Parkway, sight distance to the west exceeds 500 feet. Sight distance to the east from the curb is limited to 300 feet due to the wide median, but increases as one walks toward the median until reaching 500 feet. (The median also provides refuge for crossing pedestrians.) Similarly, sight distance from the north side of Central Parkway to the west is limited to 200 feet due to the median, but increases to 500 feet as one walks closer to the median. The sight distances looking north on Aspen Street exceed 500 feet assuming there are no vehicles parked near the intersection to obstruct the view. (No cars were observed parked on Aspen Street near the intersection.) The sight distances were compared to recommended guidelines as defined in the California Department of Transportation (Caltrans) Highway Design Manual for the uncontrolled Central Parkway crosswalk. One guideline is referred to as "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 (higher speeds require longer stopping distance). Based on the measured 851h- percentile speeds of 38 -39 mph, the stopping sight recommendation is 300 feet. Therefore, the sight distances exceed the recommendations when pedestrians are at the edge of the travel lane for approaching vehicles. 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. There were no recorded accidents at the intersection for the five year period between January 2002 and January 2007. Crossing Guard - Summary- Findings The Central Parkway /Aspen Street intersection is currently monitored by a crossing guard in the morning and afternoon. Guidelines to assist in determining whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic Control Devices (CaMUTCD).1 'State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration MUTCD 2003 Edition, as amended for use in California. i Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. Pedestrian /Crossing Guard Study Page 35 Cio,ofDublin, CA R1337RPT001 The guidelines for crossing guards state the following: "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross a public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to or from school." The field counts identified pedestrian volumes across Central Parkway of 43 -44 people and Aspen Street of 11 -12 people during the peak hours. The pedestrian volumes across Central Parkway exceed the CaMUTCD recommendation of 40 or more, indicating the intersection qualifies for crossing guards using the state criterion. • Based on the pedestrian volumes which satisfy the CaMUTCD guidelines, maintaining crossing guard supervision at the intersection is recommended. In addition to the crossing guard warrants, other improvements to enhance pedestrian crossings were examined. (The existing signs are illustrated in Figure 6.3.) The existing signing conforms with the Caltrans Traffic Manual's (1996) guidelines. The Traffic Manual recommendations have been superseded by the CaMUTCD (2006) guidelines for new installations. The City could consider replacing the existing signs. However, both documents emphasize maintaining uniformity in the field and the existing signing is consistent with other school zones in Dublin. There are existing crosswalk warning assemblies (W66 with W66A "School Xing" signs) at the Central Parkway crosswalk on each side of the street. To further enhance awareness for motorists, the signs could be made double -sided to face both directions of approaching traffic. Additionally, the same signing could be installed in the center median, which would provide three signs at the crosswalk. ( * ** *Alternatively, the "School Xing" signs could be replaced with "arrow" symbols, per CaMUTCD.) Pedestrian / Crossing Guard Study Page 36 Cio� of Dublin, CA R1337RPT001 bi a. ! t A rr CENTRAL PRKWY. IT � . •� _:, �'+ « �•��.�zM fir. ��, � y r 6 r !.. � } r�. S��^� ="�r•eJ'i,��;�"'+��� �'t�1.�+���1} {p�` 1 "�f � I` r^.�.. ..yy} �^� _tri i i .., .;y - Y•.. rly4 � ' F + "!rK,. :vim, J ,r! -.:L �" h � i y Z�' at figs' a a CENTRAL PRKWY.b'� ti I ptf� ,w'r °g -�. 7", ' :.vwi ,%k iii '^� J1 + 'Y.,•.p(1 �... v to � ,� , m 5 adults 5 children 1 child bike 11 Total xing guard present crosswalk 17 adults N Y* � Y m� 2 teens 24 children CU N o 0 peds. 43 Total m g "'r X v� 0) N �a CO Q 4j LO' Central Pkwy. dO1S 3 t- 17 10 78 86 -► (sidewalk) Pedestrian Volumes Vehicle Volumes AFTERNOON PEAK HOUR (2:30 -3:30 pm) 5 adults 10 adults 7 children 2 children 3 adult bikes 3 adult bikes 2 child bikes 1 teen bike xing guard present 1 child bike M � 0 crosswalk 12 Pedestrians N 12 Total Q Q 3 3 45 children -o N o ; 0 peds. 87 Total 117 Vehicles 2 o xing guard present Central Pkwy. dOlS C X crosswalk 4 25 u 0 12 -� 121 a 23 adults N Y* 62 -► v 21 children ° 44 Total CU 3 N o 0 1 0 peds. v co v� x (sidewalk) Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AM PEAK HOUR (8:00 -9:00 am) 5 adults 5 children 1 child bike 11 Total xing guard present crosswalk 17 adults N Y* � Y m� 2 teens 24 children CU N o 0 peds. 43 Total m g "'r X v� 0) N �a CO Q 4j LO' Central Pkwy. dO1S 3 t- 17 10 78 86 -► (sidewalk) Pedestrian Volumes Vehicle Volumes AFTERNOON PEAK HOUR (2:30 -3:30 pm) c V- tiaD Q L► Q Central Pkwy dO1S 7 t 42 22 199 148 -► Vehicle Volumes COMBINED TOTALS N o � N L U_ � m a rn 11 Pedestrians 78 Vehicles Volumes In Crosswalk W c ca cn � U a� m > a ti C9 m v 23 Pedestrians 195 Vehicles Volumes In Crosswalk k 14 Observed Volumes at Central Pkwy. / Aspen St. Intersection Counts: 9/18/08 North Lgagoo"-means figure 6.2 10 adults 7 children 3 adult bikes 1 teen bike 2 child bikes 23 Total xing guard present crosswalk 40 adults N Y� 2 teens Q 3 3 45 children -o N o ; 0 peds. 87 Total m 2 o m =� X (sidewalk) Pedestrian Volumes c V- tiaD Q L► Q Central Pkwy dO1S 7 t 42 22 199 148 -► Vehicle Volumes COMBINED TOTALS N o � N L U_ � m a rn 11 Pedestrians 78 Vehicles Volumes In Crosswalk W c ca cn � U a� m > a ti C9 m v 23 Pedestrians 195 Vehicles Volumes In Crosswalk k 14 Observed Volumes at Central Pkwy. / Aspen St. Intersection Counts: 9/18/08 North Lgagoo"-means figure 6.2 DOUGHERTY E L E M E N T A R Y S C H O O L �I 00 0 =X U U Y J J o ~gLd o co U i do, • 4�. En __ I i Option: Install In Median School Crosswalk Warning Assembly: W66 & W66A "SCHOOL XING" (per Caltrans Traffic Manual) ( "Option: Double- Sided) OR Replace Existing Signs With S1 -1 &W16-7 Arrow Symbols (per CaMUTCD) H N Z w a. Q CENTRAL PARKWAY It z a:: K U it N Option: Make Existing School Crosswalk Warning Signs Double -Sided Central Parkway /Aspen Street Intersection Existing Pedestrian Signing And oUfUma -means NOT TO SCALE No ,th fiaurP R R a k4z �) Sao SCHOOL PEDESTRIAN OPERATIONS /SAFETY STUDY FOR THE INTERSECTION OF: 7.1 SOUTH DUBLIN RANCH DRIVE / WOODSHIRE LANE This report presents the findings of a pedestrian crossing study for the intersection of S. Dublin Ranch Drive at Woodshire Lane in the City of Dublin, CA. The study was conducted in order to identify existing conditions when children are traveling to /from school and potential measures to facilitate their travel, including monitoring by adult crossing guards and /or improvements to the intersection design. Overall Intersection Description The S. Dublin Ranch Drive / Woodshire Lane intersection is located northwest of the Fallon Middle School grounds (see Figure 7.1). The intersection is T- shaped (3 -legs) with stop sign control for the Woodshire Lane approach. South Dublin Ranch Drive is a two lane road which serves as a primary access road for the surrounding residential area to /from Tassajara Road. Woodshire Lane is a short residential street that extends north from S. Dublin Ranch Drive. Both streets have speed limits of 25 miles per hour. The Davona Drive /Bonniewood Lane intersection is monitored by an adult crossing guard in the morning and afternoon. Pedestrian facilities include a yellow crosswalk striped across the Woodshire Lane approach and a yellow crosswalk with longitudinal stripes across S. Dublin Ranch Drive on the west side of the intersection (there is no crosswalk on the east side). There is a "Yield to Pedestrians in Crosswalk" (Type R1 -6) sign installed in the crosswalk. Other signage includes crosswalk warning assemblies in advance of and adjacent to the S. Dublin Ranch crosswalk. There are also "Slow School Xing Ahead" pavement markings on S. Dublin Ranch Drive. Street parking on S. Dublin Ranch Drive is prohibited near the intersection except in a short parking lane fronting the residences on the northeast side of the intersection. Sidewalks are provided on both sides of each street. There is a path to the school which is accessed from the sidewalk on the south side of S. Dublin Ranch Drive. The intersection is situated at the top of a grade that rises from Tassajara Road. Pedestrian - Bicycle Volumes Summary Surveys were conducted of pedestrian crossing volumes during the morning and afternoon peak hours of school activity (refer to Figure 7.2). There were 19 pedestrians (9 adults, 10 children) across S. Dublin Ranch Drive and 2 pedestrians (1 adult, 1 teen) across Woodshire Lane in the morning. There were 31 pedestrians (4 adults, 3 teens, 17 children, 3 teen bikes, 4 child bikes) across S. Dublin Ranch Drive and 8 pedestrians (3 adults, 1 teen, 3 children, 1 child bike) across Woodshire Lane in the afternoon peak hour. Vehicle Traffic Volume -LOS Summary Vehicle counts were conducted at the intersection along with the pedestrian counts (volumes are shown in Figure 7.2). The total intersection volumes ranged from 261 in the morning to 201 in the afternoon peak hour. The number of vehicles traveling through the S. Dublin Ranch Drive crosswalk was 258 in the morning (with 19 pedestrians) and 194 (with 31 pedestrians) in the afternoon. The volumes entering the Woodshire Lane crosswalk were lower, with 24 -25 vehicles (and 2 -8 pedestrians) during each peak hour. Conditions for drivers at an intersection are measured by Level of Service (LOS), which applies a letter ranking to successive levels of intersection performance. 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 and calculations are provided in the Appendix.) For intersections with Pedestrian /Crossing Guard Study Page 40 City of Dublin, CA R1337RPT001 43 Jb 100 minor- street stop control, the LOS reflects the delay experienced by the stopped approach. The intersection operates at LOS A during the AM peak hour and the afternoon peak hour. Sight Distances The sight distances were measured from each of the crosswalks. The sight distances were measured to be approximately 250 feet looking west and 350 feet looking east. The maximum sight distance to the west is determined by the slope in the road while to the east it is determined by the curvature in the road. The sight distances were compared to recommended guidelines as defined in the California Department of Transportation (Caltrans) Highway Design Manual for the uncontrolled S. Dublin Ranch Drive crosswalk. One guideline is referred to as "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 (higher speeds require longer stopping distance). Based on the measured 85'h- percentile speeds of 31 -32 mph, the stopping sight distance recommendation is 225 feet. Therefore, the sight distances exceed the recommendations. Parking is allowed on Woodshire in front of residential houses. No vehicles were observed parked near the intersection during the field observations. However, if occupied, sight distances on Woodshire Lane could be limited to approximately 75 feet from the sides of the crosswalk. 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 City's records, there were no recorded accidents at the intersection between the five year period of January 2002 and January 2007. Crossing Guard Summary - Findings The S. Dublin Ranch Drive / Woodshire Lane intersection is currently monitored by a crossing guard in the morning and afternoon. Guidelines to assist in determining whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic Control Devices (CaMUTCD).' The guidelines for crossing guards state the following: "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross a public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to or from school." 'State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration MUTCD 2003 Edition, as amended for use in California. Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. Pedestrian /Crossing Guard Study Page 41 City of Dublin, CA R1337RPT001 q4D6 taD Field counts identified pedestrian volumes across S. Dublin Ranch Drive of 19 -31 people and Woodshire Lane of 2 -8 people during the peak hours. The pedestrian volumes are below the CaMUTCD recommendation of 40 or more for each of any two hours. However, the crossing guard benefits pedestrian crossings due to the intersection's somewhat limited sight distance at the top of a grade and the vehicle approach speeds (measured speeds increased when crossing guard was not present). • The pedestrian volumes are lower than established guidelines. However, the vehicle speeds and somewhat limited sight distance suggest monitoring by a crossing guard could be maintained. The existing signing conforms with the Caltrans Traffic Manual's (1996) guidelines. The Traffic Manual recommendations have been superseded by the CaMUTCD (2006) guidelines for new installations. The City could consider replacing the existing signs. However, both documents emphasize maintaining uniformity in the field and the existing signing is consistent with other school zones in Dublin. Based upon the Caltrans criteria, the signing appears to be adequate. Pedestrian /Crossing Chard Study Page 42 00) of Dublin, CA R1337RPT001 jw -.000 w M—��� m 4 A �A LW 1 0 0 vkf{iy AP, mwor"w% -vow - vooftw - "M.W- - "".a- -%~-Qqmw"w NK I OEM- s.60LIP RANCH, DR. 77771 f 14, 140 . IP 0.0 moo* j wool ua w M—��� m 4 A �A LW 1 0 0 vkf{iy AP, mwor"w% -vow - vooftw - "M.W- - "".a- -%~-Qqmw"w NK I OEM- s.60LIP RANCH, DR. 77771 f 14, I adult 1 teen 21 Pedestrians 2 Total xing guard present M N (n 25 Vehicles crosswalk I `► > 9 adults (1 S) * Y dOlS S. Dublin Ranch Dr. c� U _ a� 1 teen a N 9 t 1 a 00 9 children N o 0 peds. O U 95 141 °' L0 N 19 Total m u 01 m =� (sidewalk) Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AM PEAK HOUR (8:00 -9:00 am) 3 adults 1 teen 3 children 8 Pedestrians 1 child bike 5 8 Total 24 Vehicles zing guard present m 4 adults �--- -► crosswalk co (o 0 O I ?) t' to w 5 3 teens 17 children * a N dO1S S. Dublin Ranch Dr. E � > 3 teen bikes ti a 0 peds. 1 CL °' 4 child bikes , o 0 , 109 68 M 31 Total m " =1 X (sidewalk) Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:45 -3:45 pm) 4 adults 2 teens 3 children 10 Pedestrians 1 child bike 5 10 Total a) 49 Vehicles zing guard present L oo '0 N cn 13 adults f—--► crosswalk N 0 C En N 0 4 teens 26 children * g; 3 dO1S S. Dublin Ranch Dr. a °� o- a� > 3 teen bikes a I N N 0 peds. 18 t 2 0 N LO 4 child bikes o i 204 -0- 209 50 Total m " _� X (sidewalk) Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS Observed Volumes at S. Dublin Ranch Dr. / Woodshire Ln. Intersection North 14 Counts: 10 /1/08 oomnoo -means figure 7.2 Q- @)uimu-means o� g h Z N � r \ ♦ _ Y W = J O F p Za (n p Q- @)uimu-means o� oZ UX Z � Y W = J O F p Za (n p •""Fd U dOlS (RED c S. DUBLIN RANCH DR. Vj U) n X = G�pC r Nam r �n PATH TO FALLON MIDDLE SCHOOL S. Dublin Ranch Drive / Woodshire Lane Intersection Existing Pedestrian Signing NOT TO SCALE North figure 7.3 .S 0 SCHOOL PEDESTRIAN OPERATIONS /SAFETY STUDY FOR THE INTERSECTION OF: 8.1 OAK BLUFF LANE/ NORTH DUBLIN RANCH DRIVE This report presents the findings of a pedestrian crossing study for the intersection of Oak Bluff Lane at N. Dublin Ranch Drive in the City of Dublin, CA. The study was conducted in order to identify existing conditions when children are traveling to /from school and potential measures to facilitate their travel, including monitoring by adult crossing guards and/or improvements to the intersection design. Overall Intersection Description The Oak Bluff Lane / N. Dublin Ranch Drive intersection is located west of John Green Elementary School at the northwest corner of Ted Fairfield Park. It is an all -way stop controlled intersection with Oak Bluff Lane oriented in an east -west direction and N. Dublin Ranch Drive oriented in a north -south direction (refer to Figure 8.1). Both streets serve the surrounding residential area, while N. Dublin Ranch Drive also serves as a primary access road to /from Tassajara Road. The speed limit is 25 mph for both streets. On- street parking is allowed except immediately adjacent to the intersection where short segments of the curb are painted red. Pedestrian facilities include a white striped crosswalk across Oak Bluff Lane on the east side of the intersection. The other three approaches have painted stop line pavement markings. There are sidewalks on both sides of each street. There is a pedestrian path to the school which extends from the south side of Oak Bluff Lane approximately 275 feet east of the intersection. Pedestrian - Bicycle Volumes Summary The pedestrian volumes were counted during the morning and afternoon peak hours of school activity. (The volumes are illustrated in Figure 8.2.) In the morning, the maximum number of people observed crossing at one location was 25 people (14 adults, 10 children, 1 adult bike) across Oak Bluff Lane on the east side of the intersection. The maximum afternoon volume was also across the east side of the intersection, with 16 people (9 adults, 7 children). Traffic Volume -LOS Summary Vehicle counts were also conducted during the same peak hours of school activity (refer to Figure 8.2). The total intersection volumes were 169 in the morning and 149 in the afternoon peak hour. The maximum peak hour volume at one crossing location was 126 vehicles in the morning and 107 vehicles in the afternoon through the south side of the intersection. Three of the crossing locations averaged approximately 100 vehicle trips, while the Oak Bluff Lane crossing on the west side of the intersection experienced lower volumes of 10 -20 vehicles. Conditions for drivers at an intersection are measured by Level of Service (LOS), which applies a letter ranking to successive levels of intersection performance. 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 and calculations are provided in the Appendix.) For intersections with all - way stop control, the LOS reflects the average overall intersection delay. The intersection operates at LOS A during the AM peak hour and the afternoon peak hour. Pedestrian / Crossing Guard Study Page 46 City ofDziblin, CA R1337RPT001 "k9 Ob iov Sight Distances There are no permanent objects obstructing sight lines. The shortest sight distance is approximately 150 feet looking north up N. Dublin Ranch Drive from the northwest corner of the intersection due to the curvature in the road. The sight distances from the other corners exceed 250 feet. Field observations indicated low street parking demand near the intersection in the morning and afternoon, so sight distances are preserved during the periods of school activity and appear to be adequate. 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. There have been no recorded accidents at the intersection between January 2002 and January 2007. Crossing Guard Summary- Findings This intersection is not monitored by a crossing guard. Guidelines to assist in determining whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic Control Devices (CaMUTCD).1 The guidelines for crossing guards state the following: "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross a public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to or from school." The pedestrian counts identified a maximum volume of 25 pedestrians at a single crossing location during the peak hour. The total pedestrian volume of all four crossings combined was approximately 65 pedestrians in the morning peak hour and 30 in the afternoon. The volumes do not meet the CaMUTCD recommendation of 40 or more crossing in one hour for each of any two hours. Based on the existing volumes crossing guards are not warranted at this time. It is noted, however, that the guidelines are a "suggested policy" and engineering judgment should determine the appropriate action for specific locations. In addition to the crossing guard warrants, other improvements to enhance pedestrian crossings were examined. (The signs and markings are illustrated in Figure 8.3.) • Three of the intersection approaches do not have painted crosswalks. Marked crosswalks could be painted across these three approaches. This would have the added benefit of moving the stopping point of vehicles further away from the intersection than currently exists with the stop line pavement markings. 'State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway Administration MUTCD 2003 Edition, as amended for use in California. Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. Pedestrian /Crossing Guard Study Page 47 City of Dublin, CA R1337RPT001 5D&(j ion Given the intersection's proximity to the school, guidelines for crosswalk markings within school zones were examined. The guidelines state: "A marked pedestrian crosswalk may be yellow if the nearest point of the crosswalk is not more than 2,800 feet from a school building or grounds and there are no intervening crosswalks other than those contiguous to the school grounds, and it appears that the facts and circumstances require special marking for the protection and safety of persons attending the school." (CaWTCD, p. 7C -2). • The Oak Bluff Lane / N. Dublin Ranch Drive intersection is located approximately 500 -600 feet from the western boundary of the school grounds and is about 1,000 feet from school buildings via the path through Ted Fairfield park. The intersection is located close enough to the school that the crosswalks could be painted yellow. Pedestrian / Grossing Guard Study Page 48 City of Dublin, CA R1337RPT001 'lf 'mf qri �y} - '".i°•t�� f �. AK x k i 2 +`�+�'' � �'.:, +, T• � L' Y ,} Vyy, a l ^I .,.. � �r �t"�� � n��:. ����' CO r r it (•1 .. fy/I i •. ilY ( a i .rY ; r« 'i +• f,'1r' ei� t �`p h `1 55"—t X55. �'F �' "T K �L.UFF �N• `� ;���`�- � �� ���y ; sir' '" �''�{ ° G �'� "`1. a a � ., ;,,+rt►,�, � ,,, W: • e�� b � '# � �_; � ^` ",;;n ' ze :'T . Grp v y u, 1 00 Y3o x � •�,i� �I 5 � r � S� v«T�'' ' �M r 1 I 52- M Pedestrian Volumes 9 adults 5 children 6 adults 4-- - - - --- 1� no crosswalk 2 children 7 adults +. Nd 5 Total 5 children N N no crosswalk 3 children so N N 1 adult N 3 9 adults 2 children ; 0 9 Total 7 children 3 Total ; o - Pedestrians - - - - -- ---------------------- 16 Total V no crosswalk --- - - - --► no crosswalk ° o Z ' N! c; 106 Vehicles c 2 children 5 Total 14 adults N Oak Bluff Ln.; °—�' 6 adults ' N 3 10 children 2 �' 11 cn °'' t 3 children U 1 adult bike 3 -► o dOlS 2 f 2 a > > 9 Total V °= no crosswalk 25 Total 9 v STOP ' `i- 25 � L01 r` --- - --- -► I N 00 11 adults N 12 children N N 23 Pedestrians 23 Total 126 Vehicles Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AM PEAK HOUR (8:00 -9:00 am) Pedestrian Volumes 9 adults 5 children 3 adults 4-- - - - --- 1� no crosswalk 2 children 7 adults +. Nd 5 Total 5 children N N no crosswalk Y 1 adult bike N N 1 adult N 3 9 adults 2 children ; 0 0 7 children 3 Total ; o b 16 Total V no crosswalk N co 3 adults 107 Vehicles 2 children 5 Total Pedestrian Volumes 9 adults 5 children Vehicle Volumes AFTERNOON PEAK HOUR (2:15 -3:15 pm) 14 Total so 4-- - - - --- 1� no crosswalk L 7 adults +. Nd oC: 5 children N N ca ZOf CO (0 1 adult bike N N Oak Bluff Ln 2 .� l► l• 11 y dO 1Sa 1 -► o o 1 STOP 1 21 '1 f � CY)u7� 5 N co Vehicle Volumes AFTERNOON PEAK HOUR (2:15 -3:15 pm) 14 Total 88 Vehicles 4-- - - - --- 1� no crosswalk N 7 adults +. Nd 23 adults 5 children N N 17 children 12 Total ; 0 1 adult bike T C: no crosswalk 41 Total . -------- ► s > 14 adults � > 14 children rn 28 Total � IS =_o zQ� N (0 o LO Oak Bluff Ln. 4 C dOiS 22 3 10 -0 STOP N � 46 LO�LO COMBINED TOTALS - -- ans --------------------- 5 Pedestri U); ' c; 88 Vehicles c N cIIl (n ro 2: N U (D > NI ;nI s > a� � > .► co; � rn cc T � rN-- I 5 Pedestrians ------- - - - - -- 8 107 Vehicles Volumes In Crosswalk 14 Pedestrians N; c; :S T 194 Vehicles c N (n ro > (D > ai a •o t —:► oo N rN-- I a 8 Pedestrians 233 Vehicles Observed Volumes at Oak Bluff Lane / N. Dublin Ranch Drive Intersection Counts: 10 /25/08 North ono -means figure 8.2 Op Paint Marke For All A (Option: F per Ca Oak Bluff Lane at N. Dublin Ranch Drive Intersection Existing and Qlmnd -means NOT TO SCALE North re 8.3 ,40-0 cc SCHOOL PEDESTRIAN OPERATIONS /SAFETY STUDY FOR THE INTERSECTION OF: 9.1 OAK BLUFF LANE/ NEWFIELDS LANE This report presents the findings of a pedestrian crossing study for the intersection of Oak Bluff Lane at Newfields Lane in the City of Dublin, CA. The study was conducted in order to identify existing conditions when children are traveling to /from school and potential measures to facilitate their travel, including monitoring by adult crossing guards and /or improvements to the intersection design. Overall Intersection Description The Oak Bluff Lane / Newfields Lane intersection is located approximately 200 feet east of the Oak Bluff Lane / North Dublin Ranch intersection. It borders the north side of Ted Fairfield Park and the John Green Elementary School grounds. It is a T- shaped intersection (3 -legs) with Oak Bluff Lane oriented in an east -west direction and Newfields Lane extending north (see Figure 9.1). The intersection is stop sign controlled for the Newfields Lane approach. Both streets are primarily residential, but Oak Bluff Lane also provides access to the school's entrance via Bridgepoint Lane. A pedestrian path goes to the park and school from the Newfields Lane intersection. Each street consists of two travel lanes with on- street parking allowed and 25 miles per hour speed limit. Pedestrian facilities at the intersection consist of a white painted crosswalk across Oak Bluff Lane on the east side of the intersection (no crosswalk on the west side). The Newfields Lane approach has a painted stop -line. There are sidewalk facilities on both streets. The pedestrian path extends south from Oak Bluff Lane near the crosswalk. Field observations noted that a number of motorists park along Oak Bluff Lane near the intersection to drop off and pick up children who access the school from the trail. Pedestrian - Bicycle Volumes Summary The peak hour pedestrian volumes were counted and are illustrated in Figure 9.2. During the morning peak hour, there were 51 pedestrians (27 adults, 24 children) across Oak Bluff Lane and 14 pedestrians (8 adults, 6 children) across Newfields Lane. During the afternoon peak hour, there were 36 pedestrians (18 adults, 17 children, 1 child bike) across Oak Bluff Lane and 5 pedestrians (3 adults, 2 children) across Newfields Lane. (Pedestrian volumes were also counted across a marked crosswalk located just east of Sugarloaf Court located approximately 300 feet east of Newfields Lane. The pedestrian volumes were very low, consisting of zero in the morning and two adults in the afternoon peak hour.) Traffic Volume -LOS Summary Vehicle traffic volume counts were also conducted during the peak hours (refer to Figure 9.2). The total intersection volumes were 114 in the morning and 122 in the afternoon peak hour. The number of vehicles through the Oak Bluff Lane crosswalk was 86 in the morning and 92 in the afternoon. The Newfields Lane crosswalk experienced 55 -58 vehicle trips in the peak hours. Conditions for drivers at an intersection are measured by Level of Service (LOS), which applies a letter ranking to successive levels of intersection performance. 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 and calculations are provided in the Appendix.) For intersections with Pedestrian /Crossing Guard Study Page 52 City of Dublin, CA R1337RPT001 5506 1VD minor - street stop control, the LOS reflects delays experienced by the stopped approach. The intersection operates at LOS A conditions during the AM peak hour and the afternoon peak hour. The intersection operates efficiently in terms of vehicle delays. However, during the peak periods of morning and afternoon school activity, drivers park along both sides of Oak Bluff Lane to drop off / pick up children who use the pedestrian path to /from school. During the busiest 20 -30 minutes, there is a fairly busy combination of vehicle traffic, parking maneuvers, and pedestrian crossing activity concentrated at the intersection. Sight Distances Outside of the school pick -up and drop -off periods, sight distances are unobstructed and reach to approximately 300 feet. During school - related parking activity, the sight distances can be reduced to 75- 100 feet from the edge of the sidewalks. Field observations counted 15 -20 cars temporarily parked along Oak Bluff Lane in the morning and afternoon peak periods. The number of cars parked outside of the peak periods appears to be very low, unless there is an athletic event at the park (six to ten vehicles were observed parked along Oak Bluff Lane in the late afternoon for a soccer game.) The sight distances were measured and compared to recommended guidelines as defined in the California Department of Transportation (Caltrans) Highway Design Manual for the uncontrolled Oak Bluff Lane crosswalk. One guideline is referred to as "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 (higher speeds require longer stopping distance). Based on the 25 mph speed limit (measured 85th- percentile speeds were lower than 25 mph during the peak hours), the stopping sight recommendation is 165 feet. Therefore, the sight distances exceed the recommendations. 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 City's records, there were no recorded accidents at the intersection between the years of January 2002 and January 2007. Crossing Guard Summary- Findings This intersection is not monitored by a crossing guard. Guidelines to assist in determining whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic Control Devices (CaMUTCD).1 The guidelines for crossing guards state the following: "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross a public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to or from school." 'State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highways, Federal Highway .Administration MUTCD 2003 Edition, as amended for use in California. Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. Pedestrian / Grossing Guard Study Page 53 City of Dublin, CA R1337RPT001 EM10 With a volume of 51 in the morning and 36 in the afternoon, the pedestrian volumes are close to (but do not meet) the guidelines for crossing guards. The combined pedestrian volumes for both crosswalks equal 65 people in the morning and 41 in the afternoon peak hour. With typical daily fluctuations in volumes, it is possible the crossing guard warrants are sometimes met. Other factors to consider are the concentration of vehicle traffic and on- street parking maneuvers near the intersection during the peak 20 -30 minutes of school activity. At such times, sight distances are reduced at the crosswalks. The pedestrian volumes are close to meeting established guidelines. The combination of pedestrian volumes and increased activity during peak school periods suggest monitoring by a crossing guard could be considered. In addition to the crossing guard warrants, other improvements to enhance pedestrian crossings were examined. (The existing and potential signing near the intersection are illustrated in Figure 4.3.) Current installations at other school locations in the City are primarily derived from the Caltrans Traffic Manual's (1996) guidelines. The Traffic Manual recommendations have been superseded by the CaMUTCD (2006) guidelines for new installations. However, both documents emphasize maintaining uniformity in the field. Therefore, new installations could follow the existing format in order to remain consistent with other school zones in Dublin. Paint a marked crosswalk across the Newfields Lane approach to the intersection. This would help pedestrians crossing Newfields Lane by moving the stop line for approaching vehicles further away from the intersection. Given the intersection's proximity to the school, guidelines for crosswalk markings within school zones were examined. The guidelines state: "A marked pedestrian crosswalk may be yellow if the nearest point of the crosswalk is not more than 600 feet from a school building or school grounds. (Refer to CA Vehicle Code 21368)." Or: "A marked pedestrian crosswalk may be yellow if the nearest point of the crosswalk is not more than 2,800 feet from a school building or grounds and there are no intervening crosswalks other than those contiguous to the school grounds, and it appears that the facts and circumstances require special marking for the protection and safety of persons attending the school. (Refer to CA Vehicle Code 21368.)" (CA MUTCD, p. 7C -2). The Oak Bluff Lane / Newfields Lane intersection is located approximately 300 feet from the western boundary of the school grounds and is about 600 feet from school buildings via the path through Ted Fairfield park. The intersection is located close enough to the school that the crosswalks could be painted yellow. Additionally, the Oak Bluff Lane crosswalk could be marked with longitudinal lines for greater visibility. • Signing consistent with the City's policies and /or the CaMUTCD guidelines could be installed to supplement the Oak Bluff Lane crosswalk. These include crosswalk warning assemblies in advance of and at the Oak Bluff Lane crosswalk. Pedestrian/ Crossing Guard Study Page 54 City of Dublin, CA R1337RPT001 . 01D • Additionally, an in- street Type R1 -6 "Yield to Pedestrians in Crosswalk" sign could be installed in the Oak Hill Lane crosswalk. This could be a permanent installation or be temporarily installed if a crossing guard is present). * * ** • Pavement markings could be installed for both directions of travel on Oak Bluff Lane in advance of the crosswalk that state, "Slow School Xing ". Parking could be restricted near the intersection by painting the curbs red in order to provide increased sight distances for crossing pedestrians. Beginning from the crosswalk, eastbound Oak Hill Lane could be red - curbed for approximately 75 feet to the west and 20 feet to the east. Westbound Oak Hill Lane could be red - curbed for approximately 50 feet to the east. (This is similar to existing conditions at the Antone Way / Grafton Street intersection.) Field observations indicated low parking demand outside of the school activity periods and there is substantial curb space available for parking. Therefore, parking prohibitions near the intersection would not impact existing parking conditions. Pedestrian / Crossing Guard Study Page 55 City of Dublin, CA R1337RPT001 4 �+b �? ", ;`.. .. {r f 4 t '� '.L � 7 'P'f•,,.ti,.t* r � i.' S�»�� a F: � , `"''a �• f ✓ ° s < f ,,� �+ ate �tl+ rY '`"�ti". .:: ti .1i ,� s y 2� [� ��ti��L� ��.. ,iii. �=:y. 5, �{'+yy Rkx..•..�.^ f��,o�'y. ;. - 4 .3 h '' it hiF fB:�`.1+ .}""'' `fi4 a tG �i'�'`. .:'.i7'✓ 7l]' ""�5i+' x rte` a �t • �' * °' ��. % ��. #�'. �aP .t r '. air r�.��� 4� 4` �t l �� - Vii" j - - rk '� ;;� "r( •+, ` � 2•#h � �'lw . y�, `A �.'rt n e i/ 1L . ��"11+�'YS 79 �6�f � M �L� � ��✓ ��` P� y . t �4�ii�' �s��'• 1t t ', `, a� � yy�'' ,�� D Ste• � `"`.^�. r � ♦ x .i ce�"i+"`C. � 1 a�. L i+w� y. :�, P�'1 . �J elf Ave, tP `t (/ {�• �/ i i � 5; Diu >? ,� :+ � .i� y '.V 0 f t 9v {_ �l � W ..w^ -.. .4, ���... 'ri' �, {'� _. >� M��rs�¢ '� y3.u».. r h�>i ,;•;'� -' � I '1� •.y .. r J i CRV Ify 8 adults 6 children 14 Total 4 -------- ► no crosswalk 3 27 adult 24 children 51 Total Pedestrian Volumes J a w co rn (D Z A-1 Ill. Oak Bluff Ln. 12 -A dOlS 8 37 -► ♦ 22 Vehicle Volumes AM PEAK HOUR (8:00 -9:00 am) 3 adults Pedestrians 55 Vehicles 2 children 5 Total � no crosswalk N U m Y 18 adults z Oak Bluff Ln. a- 3 17 children 16 dOlS 11 J' t00 N 1 child bike 45 ♦ ♦ 00 36 Total 19 Pedestrian Volumes Vehicle Volumes AFTERNOON PEAK HOUR (2:15 -3:15 11 adults 8 children 19 Total -4 -------- ► no crosswalk Y T 45 adults . N 41 children 2 1 child bike 87 Total Pedestrian Volumes J T 0(.0 CY) cY) z .41 to. Oak Bluff Ln. 28 dOlS 19 82 ♦ ' 41 Vehicle Volumes COMBINED TOTALS �1 _ 14 Pedestrians 55 Vehicles U) co � N N N U m > a. a- > co t00 Volumes In Crosswalk 5 Pedestrians 58 Vehicles 113 Vehicles co � U U r m > a. > oa co r` Volumes In Crosswalk 19 Pedestrians 113 Vehicles co � a� U r (D > o_ oa r` 00 Volumes In Crosswalk Observed Volumes at Oak Bluff Lane / Newfields Lane Intersection Counts: 10 /25/08 North =Ko -means fiqure 9.2 y 0 v Ce 0 ZQU K Z M dolS Z STOP s oUmrmo -means Option: For Each Approach Option: Install School Advance Warning Assembly Paint Marked Crosswalk W63 w -w /o "SCHOOL or "XING" For Newfields Lane, (per Caltrans Traffic Manual) Paint Longitudinal Lines or S1 -1 w -w /o "SCHOOL" or "AHEAD" In Existing Oak Bluff Crosswalk. (per CaMUTCD). (Option: Paint Yellow Install Pavement Markings. per CaMUTCD) Option: For Each Approach Install "SPEED LIMIT 25" Sign PATH TO JOHN GREEN ELEMENTARY SCHOOL no NOT TO SCALE 19 North -- figure 0 (a I yb I 0z) SCHOOL PEDESTRIAN OPERATIONS /SAFETY STUDY FOR THE INTERSECTION OF: 10.1 ANTONE WAY/ GRAFTON STREET This report presents the findings of a pedestrian crossing study for the intersection of Antone Way at Grafton Street in the City of Dublin, CA. The study was conducted in order to identify existing conditions when children are traveling to /from school and potential measures to facilitate their travel, including monitoring by adult crossing guards and /or improvements to the intersection design. Overall Intersection Description The Antone Way /Grafton Street intersection is located in the vicinity of John Green Elementary School (northeast of intersection) and Fallon Middle School (south of intersection) on the south side of Ted Fairfield Park (see Figure 10.1). It is a T- shaped intersection with stop control for the Grafton Street approach. Antone Way is oriented in an east -west direction with one travel lane in each direction. Grafton Way is a two -lane road that extends south from Antone Way to Central Parkway. Both streets serve the surrounding residential area and provide access to the nearby schools. Both streets have a speed limit of 25 miles per hour. The intersection is currently monitored by a crossing guard during the morning and afternoon periods of school activity. Pedestrian facilities include a yellow crosswalk across Grafton Street and a yellow crosswalk with longitudinal stripes across Antone Way on the west side of the intersection. (There is no crosswalk on the east side.) The crossing guard temporarily installs an in- street "Yield to Pedestrians in Crosswalk" (Type R1 -6) sign in the Antone Way crosswalk while monitoring. There are paved sidewalks on each street and there is a pedestrian path that extends into the park from the north side of Antone Way. Pedestrian - Bicycle Volumes Summary Surveys were conducted of pedestrian crossing volumes during the morning and afternoon periods of school - related activity (refer to Figure 10.2). Across Antone Way there were 63 pedestrians (25 adults, 2 teens, 36 children) in the morning peak hour and 60 pedestrians (15 adults, 13 teens, 31 children, 1 child bike) in the afternoon peak hour. Across Grafton Street there was one pedestrian (adult) and six pedestrians (2 adults, 2 teens, 2 children) in the morning and afternoon peak hours, respectively. Traffic Volume -LOS Summary Vehicle volume counts were also conducted at the study intersection (refer to Figure 10.2). Surveys of the total intersection volumes identified 494 vehicle trips in the morning and 230 during the afternoon peak hours. The number of vehicles through the Antone Way crosswalk was 314 in the morning (with 63 pedestrians) and 154 in the afternoon (with 60 pedestrians). The Grafton Street crosswalk experienced 261 vehicle trips (with one pedestrian) in the morning peak hour and 125 trips (with 6 pedestrians) in the afternoon. Conditions for drivers at an intersection are measured by Level of Service (LOS), which applies a letter ranking to successive levels of intersection performance. 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 and calculations are provided in the Appendix.) For intersections with minor- street stop control, the LOS reflects the average overall intersection delay. The intersection operates at LOS B conditions during the AM peak hour and LOS A conditions during the afternoon peak hour. t'edestrian / Crossing Guard Study Page 59 City of Dublin, Cfl R1337RPT001 (-ozDb 100 The intersection generally operates efficiently, with very little delays or congestion. However, traffic intensifies during the peak 15 -20 minutes in the morning and afternoon when vehicles from both schools utilize the intersection. This is also the period when pedestrian volumes are highest. Sight Distances There are no permanent obstructions to reduce sight distance from the crosswalks. Parking is prohibited on Antone Way (red curb) near the intersection, which provides unobstructed sight distances of 400 feet. Parking is allowed on Grafton Street near the stopped approach to the intersection, which could reduce sight distances to 75 feet. However, no vehicles were observed parked there during the field observations (there is no direct access to the residences from Grafton Street). The sight distances were compared to recommended guidelines as defined in the California Department of Transportation (Caltrans) Highway Design Manual for the uncontrolled Antone Way crosswalk. One guideline is referred to as "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 vehicle. Based on the measured 85 h- percentile speeds of 28 -29 mph, the stopping sight recommendation is 200 feet. Therefore, the sight distances exceed the recommendations. 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. A review of the City's records indicates there have been no recorded accidents at the intersection for the five year period between January 2002 and January 2007. Crossing Guard Summary- Findings The Antone Way / Grafton Street intersection is currently monitored by a crossing guard in the morning and afternoon. Guidelines to assist in determining whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic Control Devices (CaMUTCD).1 The guidelines for crossing guards state the following: "Adult crossing guards normally are assigned where official supervision of school pedestrians is desirable while they cross a public highway, and at least 40 school pedestrians for each of any two hours (not necessarily consecutive) daily use the crossing while going to or from school." The observed pedestrian volumes (60 -63 during peak hours) meet the CaMUTCD recommendation of 40 or more. Vehicle volumes at the intersection intensify during the peak 20 -30 minutes of each peak hour. During the busiest periods, the traffic volumes limit the number of "gaps" in the traffic available for pedestrians to cross the street. The crossing guard is able to create gaps by stopping traffic for the pedestrians. 'State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Highway , Federal Highway Administration MUTCD 2003 Edition, as amended for use in California. Issued by Caltrans Division of Traffic Operations, September 26, 2006. Part 7: Traffic Controls for School Areas, Chapter 7E: Crossing Supervision, Section 7E.02: Adult Crossing Guards, p. 7E -1. Pedestrian / Crossing Guard Study Page 60 City of Dublin, CA R1337RPT001 0 (03vrb too • Based on the pedestrian volumes and traffic conditions during school activity, maintaining crossing guard supervision at the intersection is recommended. In addition to the crossing guard warrants, other improvements to enhance pedestrian crossings were examined. (Existing and potential signs are illustrated in Figure 10.3). There are "Slow School Xing Ahead" pavement markings on Antone Way for both travel directions in advance of the intersection. However, there are no advance crosswalk warning signs. • Therefore, consideration could be given to installing advance warning assemblies (Type W63 per Caltrans, or Type S1 -1 per CaN UTCD) where the existing pavement markings are located. Pedestrian / Crossing Guard Study City of Dublin, CA Page 61 R1337RPT001 �f� ?i � P A, ��' },4� r{ K y Y• f mill, r � e �` / •� � r l i� d ,� r et,'. d "' . : fr:? � ?.ET _ °Writ;... .•. s: - - kS"? . ' vc w r Axl�u°, Ilk CA iiiijill • y �+rlv k d r•. 0 �.PP� 3LYSlirh''i � I � , � ��a, (sidewalk) En m c * g, 109 —► 124 25 ` 3' N y m ° E 2 teens 3 63 Z i 106 N o 0 peds. STOP 36 children o Antone Wy. a > 63 Total 0 ; c " 00 �t c c0 co XT crosswalk 0 1 Pedestrian xing guard present m 1 adult 1 Tota I 261 Vehicles Pedestrian Volumes Vehicle Volumes AM PEAK HOUR (8:00 -9:00 am) Volumes In Crosswalk (sidewalk) 62 15 adults Y ; 43 i— 37 13 teens N N 19 i STOP Antone W m s o 31 children o 0 peds. Y (U a > 1 child bike m C v� LO 60 Total ` -x crosswalk O 0) o .� � M cY xing guard present 6 Pedestrians 2 adults (1 S) 2 teens 125 Vehicles 2 children 6 Total Pedestrian Volumes Vehicle Volumes AFTERNOON PEAK HOUR (2:15 -3:15 pm) Volumes In Crosswalk (sidewalk) 40 adults N Y* 152 —► f— 186 c m � 3 ' 82 ,` 143 15 teens a ' Z N U o i 0 peds. STOP Antone Wy. 67 children M o a) > 1 child bike m o, `*1 f • 00 123 Total v� 00 � Fm `* crosswalk o xing guard preset @ C� 71 Pedestrians 3 adults 386 Vehicles 2 teens 2 children 7 Total Pedestrian Volumes Vehicle Volumes COMBINED TOTALS Volumes In Crosswalk I I& Observed Volumes at Antone Wy. / Grafton St. Intersection Norm Counts: 10/7/08 balmoo-means figure 10.2 O W = W N a- J PATH TO JOHN GREEN ELEMENTARY SCHOOL J = X U � l�l 0 L R^ SCHOOL STATE LAW (INSTALLED YIELD BY TO CROSSING GUARD DURING j MONITORING) IN CROSSWALK laq ou [mo -means F- N Z O F- LL 0 ANILINE WY. Option: Install School Advance Warning Assembly W63 w -w /o "SCHOOL" or "XING" (per Caltrans Traffic Manual) or S1 -1 w -w /o "SCHOOL" or "AHEAD" (per CaMUTCD) NOT TO SCALE Noah Fgure 10.3 `� APPENDIX LOS DEFINIITONS LOS CALCULATION WORKSHEETS Pedestrian /Crossing Guard Study Page 65 City of Dublin, CA R1337RPT001 LEVEL OF LEVEL -OF- SERVICE CRITERIA FOR INTERSECTIONS SERVICE TYPE OF FLOW DELAY M ANEUVERABILITY L DELAY SECONDS VEHICLE) SIGNALIZED UNSIGNALIZED ALL -WAY STOP vehicles stop than for LOS A, causing higher levels of average delay. I ..ua..a.. P-1VUH3 al C; JUL 111CU. Many drivers begin to feel somewhat restricted Owithin groups of vehicles. ->IU ano <zu.0 secs. 0.61 — 0.70 v/c >10 and <15.0 >10 and <15.0 Approaching The influence of congestion becomes more noticeable Maneuverability is severely >35 and < 55.0 >25 and < 35.0 >25 and :s 35.0 Unstable Flow Longer delays may result from some combination of limited during short periods due secs. unfavorable progression, long cycle lengths, or high to temporary back -ups. volume -to- capacity ratios. Many vehicles stop, and the 0.81 — 0.90 V/c proportion of vehicles of stopping declines. Individual cycle failures are noticeable. Porced Flow Generally considered to be unacceptable to most Jammed conditions. Back -ups > 80.0 secs. > 50.0 > 50.0 drivers. Often occurs with over saturation. May also from other locations restrict or occur at high volume -to- capacity ratios. There are many prevent movement. Volumes > 1.00 v/c individual cycle failures. Poor progression and long may vary widely, depending cycle lengths may also be major contributing factors. principally on the downstream back -up conditions. References: 1. Highway Capacity Manual, Fourth Edition, Transportation Research Board, 2000, Contra Costa Transportation Authority (CCTA), Technical Procedures Update, Final, July 9, 2006 CyQ �J O d =9 CHAPTER 17 - AWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary Y General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin 11/2/2008 Agency or Company Omni -Means EB -WB Street Shannon Ave. Analysis Period /Year AM Wkday Ex. 1008 Vomac Rd. Y NB -SB Street Comment AM School Day Existing Conditions Input Data EB WB j NB SB Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 1 Lane 2 Lane code (Lane 1 is curb lane) LR I LT TR .- Left -turn j 18 j 1------- I- - -�. 59 _... - - -- Volume (veh /h) Through I 31 90 i Right -turn + 148 59 Peak -hour factor j 0.90 I ._.._— ._ ...... ... 0.90 0.90 % Heavy vehicles 3 3 i 3 Outputs WB NB SB Lane 1 La ne 2 Lane 1 Lane 2 Lane 1 Lane 2 La2 fiLane - --- .-- ._....Total lane flow rate (veh /h) 1 — - - -- 100 166 Departure headway, hd (s) Field data? 4.04 4.67 4.24 Degree of utilization, x 0.207 0.130 0.195 Move -up time, m (s) i 2.00 ! ! 2.00 I 2.00 Field data? Service time, 4 (s) 1 2.04 1 2.67 j 2.24 ._-__._._--....._.____..__....____.._._._ .___.._..._....._�._ ......... __ -__. _j .. - ..............._..._._.___ Capacity Capacity (veh /h) ! 844 I .._...-.. i ._._...____....._._____._.__.__ ....... _- .._.......... - i 738 - _- ...____._.._. 815 ............. Delay (s) (Equation 17 -55) 8.1 8.4 ; 8.3 Level of service (Exhibit 17 -22) A A A Delay (s), approach 8.1 8.4 8.3 I Level of service, approach ! A A A Delay (s), intersection 8.2 Level of service, intersection i A HiCAPTM2.0.0.0 DublinSchoolXingStudy08 - shannonvomacXA *Catalina Engineering, Inc. 1 of 1 10ob 100 CHAPTER 17 - AWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary Genera! Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin 11/2/2008 Agency or Company Omni -Means EB -WB Street Shannon Ave. Analysis Period /Year Aft. Wkday Ex. 1008 NB -SB Street Vomac Rd. Comment Afternoon School Day Existinq Conditions Input Data EB WB NB SB Lane 1 Lane 2 Lane 1! Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 I Lane code (Lane 1 is curb lane) LR LT TR Left turn 18 ( 40 Volume (veh /h) Through i 25 53 Right -turn 102 —. .... __........... - - - -- -- ._... - ----- 33 Peak -hour factor I 0.90 I I - -- ... .._.._...;..... ........ _— _...._ .- — -- - 0.90 — - - -- 0.90 ---- .._... -- % Heavy vehicles i 3 ; 3 3 Outputs EB I WB NB SB Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 j Lane 1 lane Z Total lane flow rate (veh /h) 133 72 96 Departure headway, hd (s) � 3.84 Field data? 4.45 4.08 Degree of utilization, x 0,142 ! 0.089 I 0.108 Move -up time, m (s) i 2.00 i Field data? I 2.00 I I 2.00 Service time, t, (s) 1.84 2.45 j 2.08 . — - -..... - - -- .._.._ i.._ ............. - ...._._.. -- .. _......... _.__ .... ......_ -- --........ i ...__...._...__..__. Capacity (veh /h) 901 783 I 853 Delay (s) (Equation 17 -55) 7.5 7.9 7.6 Level of service (Exhibit 17 -22) 1 A A A f Delay (s), approach 7.5 7.9 7.6 Level of service, approach i A A A Delay (s), intersection 7.6 Level of service, intersection A HiCAP Tm2.0.0.0 DublinSchoolkngStudy08 - shannonvomacXAft OCatalina Engineering, Inc. 1 of 1 t -1L21-6lc) CHAPTER 16 - OPERATIONAL ANALYSIS - SUMMARY WORKSHEET General Information Site Information I Analyst Omni -Means Jurisdiction /Date Dublin 11/2/2008 Agency or Company Omni -Means EB/WB Street Shannon Ave. Analysis Period /Year AM Wkday Ex. 1008 NB /SB Street San Ramon Rd. Comment AM Schoolday Existing Conditions Intersection Data Area type Others Analysis period 0.25 h Signal type Actuated % Back of queue 95 - -�- EB I � WB - i NB SB LT TH RT LT TH RT j LT TH RT LT TH RT Volume (veh /h) 52 61 34 65 23 30 j 35 , 324 85 20 474 43 RTOR volume (veh /h) Peak -hour factor 0.92 0.92 0- 0.92 j 0.92 _ 0.92 0 - - 0.92 ' 0.92 0.92 0 0.92 _ 0.92 0.92 0 0.92 Heavy vehicles ( %) 2 2 2 2 2 2 j 2 i 2 2 2 2 2 Start -up lost time, li (s) ' 2.0 2.0 2.0 2.0 2.0 2.0 2.0 j 2.0 2.0 2.0 2.0 1 2.0 Extension of effective green, a (s) - - - - - -- j Arrival type, AT 2.0 - - - -- - 2.0 - - -- _3_ 2.0 2.0 -------t-- - --1 _� 2.0 -- 3 -�- 2.0 2.0 - , _ ': _3 �! 2.0 _3 2.0 3 2.0 3 2.0 -3- 2.0 3 Approach pedestrian volume (p /h) - 50 50 j 50 50 Approach bicycle volume (bic /h) 0 i 0 1 0 0 Left/right parking (Y or N) N / N I N / N I N / N N / N Signal Phasing Plan L: LT T. TH R: RT P: Peds Phase 1 ___....__...___.___._..__._. � I I I Green (s) 0.0 Yellow + All red (s) _ i 5.0 - -- ._ ............. _..___..__............ -- Cycle (s) 52.3 Phase 2 .-- _._.____...- -2.3 5.0 -- ...._._... - - -- Lost time per Phase 3 Phase 4 Phase 5 i Phase 6 --�__ -Phase 7 - _._- ..!_.._ a._._._._ ..... .- _- ..._._- __- ._____._._._ ___.__ ..... ' � I I I , 18.7 i 5.0 5.0 cycle (s) 15.0 Critical v/c Ratio 0.385 -Phase 8 - Intersection Performance NB SB Lane group configuration LTR LTR L T R L T R No. of lanes 1 i 1 1 I_2 1 1 2 1 Flow rate (veh /h) ! 160 128 1 38 352 92 22 515 47 Capacity (vehlh) 385 349 I 91 1451 604 0 1268 522 Adjusted saturation flow (veh /h) 1480 1342 1770 3547 1475 1770 3547 1461 v/ . --._.._._.......__.....---....__......--- g/C ratio ............._..........---_._.._.___...._.._.l__..__.......___.................._. Average back of queue (veh) ..... ..............._...... 0.260 ............................._, 2.1 _.;.. - - -- .._...._._..__.... ! _.... - -.. 0.260 _.....__._............---.......__.....,..__ 1.7 10.243 - -- -._..:..._.._._...._...__,.._..._. _....__......_.._._._.._.... 0.052 0.409 ................. _.r_._.._...._._._._ 0.6 1.9 0.409 ..... _......_...._... 0.9 - -- 0.000 - --- ....... -- -- ....-- 0.358 3.2 ... - - -- 0.358 0.5 Initial queue in next period (veh) j 5.4 Uniform delay (s) _ . ! Incremental delay (s) Initial queue delay (s) Delay YO 16.1 0.3 0.0 16.4 _i._ .._..._......._.......15.8 - _� 0.0 0.0 15.8 24.0 10.1 1.3 0.0 0_0 0.0 25.3 10.1 9.7 0.0 0.0 9.7 26.2 0.0 0_0 26.2 12.6 0.1 0.0 12.7 11.1 0.0 -0.0 11.1 LOS I B B C B A C B_ B_ Approach delay (s) /LOS ; 16.4 / B I 15.8 / B 11.3 / B 13.1 / B Intersection delay (s)1 LOS 13.1 / B HiCAP TM2.0.1.1 OCatalina Engineering, Inc. DublinSchoolkngStudy08 - shannonsanramonXA 1of1 � z v0z) I CHAPTER 16 -OPERATIONAL ANALYSIS -SUMMARY WORKSHEET General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin 11/2/2008 Agency or Company Omni -Means EB /WB Street Shannon Ave. Analysis Period /Year Aft. Wkday Ex. 10 -08 NB /SB Street San Ramon Rd. Comment Afternoon Schoolday Existing Conditions (2:30 -3:30 - _- - - - - -- -- _-- - - - - -- -- - - - - -- Intersection Data Area type Others - - Analysis period - -0.25 h Signal type Actuated % Back of queue 95 EB WB I NB SB LT TH RT LT TH RT I LT TH RT LT TH RT Volume me (veh /h) 40 30 33 ; 43 i 17 13 37 i 479 67 23 386 31 RTOR volume veh/h) Peak hour factor 0.92 0.92 0 I 0.92 0 'j . --- .92 j O 0.92 0 _0 ----- ..:._._... -- - .92 0.92 0.92 0 - - -- 0.92 - -- - -- 0.92 - - -- 0.92 0 - - 0.92 Heavy vehicles ( %) 2 2 2 2 2 2 1 2 2 2 2 2 2 Start -up lost time, It (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Extension of effective green, e (s) pArrival type, AT 2.0 _ 2.0 3 2.0 2.0 1 2.0 _ ! _ �- 3-- 2.0 2.0 2.0 J- _ 2.0 3 2.0 - 3� 2.0 3- 2.0 3 roach pedestrian volume (p /h) 50 50 50 50 1 Approach bicycle volume (bic /h) 0 0 0 0 Left/right parking (Y or N) N / N j N / N I N / N N / N Signal Phasing Plan L: LT T: TH R: RT P: Peds Phase 1_ Green (s) 1 2.1 Yellow + All red (s) 5.0 j Cycle (s) 50.0 Phase 2 0.2 5.0 Lost time per Phase 3 Phase 4 Phase 5 j Phase 6 1 Phase 7 : ..........- ------- = - -.__ .._..- ---- .... -- 16.3 11.4 1 - 5.0 5.0 I cycle (s) 15.0 Critical v/c Ratio 0.339 j Phase 8 - - -... -- .... _..- Intersection Performance NB L(ane group configuration i LTR ! LTR L T R L T R No. of lanes --- - - - - -- 2 1 1 2 1 Flow rate (veh /h) 112 79 j 40 521 73 25 420 34 Capacity (veh /h) 334 I 309 1 1 258 11525 636 74 1156 473 Adjusted saturation flow (veh /h) 1463 1355 I 11770 j3547 1480 1770 3547 1451 v/c ratio g /Cratio Average back of queue (veh) 0.336 0. 228_.._.._.. 1.4 .._.__...- j___._._._...__..._0. i 0.257 228 1.0 0.1561 0.341 _. .._.___0.146 0.430 0.5 2.8 0.114 0.430 0.7 0.336 0.363 0.042 0.326 0.4 2.5 0.071 0.326 0.3 Initial queue in next period (veh) j Uniform delay-( s)..... .._.__._......._....._.._....._ ._.. _ . _ _._.._... Incremental delay (s) 16.1 -- _.. __._..... 0.0 � 15.8 0.0 j 18.7 9.5 _......_._..._....._ ....__...._._._......_... 1 0.0 i 0.0 8.5 0.0 23.3 12.9 -- - - 12.--_... 0.0 __...._._._... 0.0 11.6 - 0.0 Initial queue delay (s) - Delay (s) 0.0 16.1 - - - 0.0 15.8 0.0 ' 0.0 18.7: 9.5 0.0 8.5 0.0 213 12.9 0.0 0.0 - 11.6 LOS _' g B_ � -4 B _A A C B_ B Approach delay (s) /LOS i 16.1 / B j 15.8 / B 10.0 / A 13.3 / B Intersection delay (s)! LOS j 12.1 ! g rim,Av °2.U.1.1 Dublin SchoolXingStudy08 - shannonsanramonXAft *Catalina Engineering, Inc. 1 of 1 ^ ` -7;� /oo Analysis Summary General Information Site Information Analyst Omni-Means Agency or Company Omni-Means Analysis Period/Year AM Wkday Ex. 1008 Comment AM Schoolday Existing Conditions Jurisdiction/Date Dublin Major Street Davona Dr- Minor Street Bonniewood Ln. 111/2/2008 Input Data Lane Configuration Lane 1 (curb) LT LR SB Lane 2 Lane 3 Lane 4 Lane 5 SB Movement Volume (veh/h) 81 3 24 166 10 20 PHF Percent of heavy vehicles, H Flow rate Flare storage (# of vehs) Median storage (# of vehs) Signal upstream of Movement 2 it Movement 5 Length of study period (h) 0.25 Output Data ft Lane Movement Flow Rate Capacity VIC Queue Length C ontrol Delay LOS (s) —Approach Delay and LOS NB 2 SO BD 2 EB MUAw'= 1 C)Catalina Engineering, Inc. DublinGohno[XingStudy08 davonabonniewoodXA 1406I00 CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin Agency or Company Omni -Means Major Street Davona Dr. Analysis Period /Year Aft. Wkday Ex. 1008 Minor Street Bonniewood Ln. Comment Afternoon Schoolday Existing Conditions 11/2/2008 Input Data Lane Configuration ! EB j WB Lane 1 (curb) j TR. LT NB LR SB Lane 2 1 Lane 3 i Lane 4 Lane 5 I I EB ! WB NB SB Movement 1 (LT) 2 (TH) 3 (RT) 4 (LT) 5 (TH) 6 (RT) 7 (LT) 8 (TH) 9 (RT) I10 (LT) 11 (TH) 12 (RT) Volume (veh/h) 1 1 119 1 6 1 12 i 122 5 i 12 i I PHF 0.90 0.90 , 0.90 ; 0.90 1 0.90 0.90 Percent of heavy vehicles, HV 3 3! 3 I 3 3 3 i Flow rate 132 7 j 13 136 i 6 13 Flare storage (# of vehs) Median storage (# of vehs) Signal upstream of Movement 2 Length of study period (h) ft 0.25 — ----- Movement 5 ..__ ft Output Data ........ - - - -- iLane — 1 Movement ---- - - -� LR Flow Rate veh /h -- - - 19 Capacity ) -- -- 825 I v/c Queue Length (veh) - - - - -- 0.023 1 0 -- Control Delay (s) J -- _9.5 - - -- j LOS A Approach Delay and LOS -- 9.5 NB 2 3 ! i A 1 I ' SB 2 i � 1 3 EB I � 1 I — � —----- --- - -1 I WB— — (4) 13 1438 ! 0.009 0 1 7.5 A 111UAt' 1.0.0,1 Dublin Schoo[XingStudy08 - davonabonniewoodXAft ®Catalina Engineering, Inc. 1 of 1 t O-D CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Agency or Company Omni -Means Analysis Period /Year AM Wkday Ex. Comment AM Schoolday Existing Jurisdiction /Date Dublin Major Street Amador Valley Blvd. 1008 Minor Street Burton St. Conditions 11/2/2008 Input Data Lane Configuration EB Lane 1 (curb) T 1 WB TR NB j _SB LR Lane 2 Lane 3 i Lane 4 Lane 5 EB WB NB SB Movement 1 1 (LT) i 2 (TH) 1 3 (RT) i 4 (LT) j 5 (TH) i 6 (RT) 7 (LT) 8 (TH) 9 (RT) 10 (LT) 11 (TH) 12 (RT) Volume (veh /h) j 15 i 196 I j 344 j 50 31 i 21 PHF 0.90 1 0.90 j 1 0.90 1 0.90 j 0.90 0.90 Percent of heavy vehicles, HV 13 3' 3; 3 j 3 i 3 Flow rate I 17 218 j 382 56 i j 34 23 Flare storage (# of vehs) Median storage (# of vehs) ; I I j 0 Signal upstream of Movement 2 ft' Length of study period (h) 0.25 Output Data Movement 5 ft -- Lane - Movement — - - Flow Rate (veh /h) Capacity — (veh /h) v/c Queue LengAContro'Delay Approach Dela and LOS Y NB 2 3 LR 57 487 0.117 j 0 13.4 SB 2 i EB �l j 17 1117 1 0.015 0 8.3 A W B _ ...... - - �4� - -= - -- . .... _._ ... _ ...... _......._ ................. _...._.._._...... ---......... .._._..... .i.._................ i --. ........... __.._._ .......... _........ _.- ..._... -- ...... _ ..................... _.— ....._.._...__.... — _.._.. MUM- - 2.0.0.1 DublinSchoolXingStudy08 - amadorvalleyburtonXA C)Catalina Engineering, Inc. 1 of 1 -7(.p Ob tCrD CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin Agency or Company Omni -Means Major Street Amador Valley Blvd. I j Analysis Period /Year Aft. Wkday Ex. 1008 Minor Street Burton St. Comment Afternoon Schoolday Existing Conditions 11/2/2008 Input Data Lane Configuration EB Lane 1 (curb) T WB TR NB _ I SB LR Lane 2 L La' ne 3 i Lane 4 Lane 5 i EB j WB NB SB Movement 1 (LT) 2 (TH) 3 (RT) 4 (LT) 5 (TH) 6 (RT) 7 (LT) 8 (TH) 9 (RT) 10 (LT) 11 (TH) 12 (RT) Volume (veh /h) 17 272 298 37 32 16 PHF 0.90 0.90 I I 0.90 i 0.90 ( 0.90 0.90 Percent of heavy vehicles, HV 3 3 3 j 3 3 3 Flow rate I 19 302 ; 331 ! 41 j 36 I 18 ��ecliasn rage (# of vehs) storage (# of vehs) I I 0 Signal upstream of Movement 2 ft Length of study period (h) 0.25 Movement 5 ft Output Data — Lane — -- 1 Movement - - - - -- I Flow Rate (veh /h)- . I Capacity ..iveh /h) -- ; i v/c ! Queue Length 1. Control Delay - - - - -� — �veh) — —I -- (s) i LOS — -- — Approach Delay and L0S_ NB 2 I � 3 I 1 LR i 54 467 0.116 0 13.7 I q B 13.7 SB 2 3 i — I B EB `1�; 19 1181 j 0.016 1 0 – 8.1 A WB -4 HiCAP 1m2.0.0.1 DublinSchoolXingStudy08 - amadorvalleyburtonXAft ®Catalina Engineering, Inc. 1 of 1 -116b �0­0 CHAPTER 17 - AWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin 11/2/2008 Agency or Company Omni -Means EB -WB Street Amador Valley Blvd. Analysis Period/Year AM Wkday Ex. 1008 NB -SB Street Penn Dr. Comment AM Schoolday Existing Conditions Input Data I EB I Lane 1 Lane 2 WB NB SB Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 Lane code (Lane 1 is curb lane) I TR —i T I L LR � Left -turn j I - - - - -- 106 j 95 -' - - -- - — Volume (veh /h) Through 156 j 299 Right -turn ' 71 1. - - -- Peak -hour factor - --- ------- - - - - -; 0.90 1 - - 0.90 50 - - . ----- ------------ -- -- - - -- ---------- ._..__...... 0.90 0.90 -- -- - - -- - -___- % Heavy vehicles II 3 - -- - -- - - - 1�� —.— 3 3 3 I — - -- - -- -- - - -- - Outputs -- EB Lane 1! Lane 2 j Total lane flow rate (veh /h) — 252 i WB NB SB Lane 1 332 Lane 2 Lane 1 j Lane 2 118 161 Lane 1 Lane 2 Departure headway, hd (s) Field data? j 4'37 5.20 5.70 4.90 Degree of utilization, x 1 0.306 I Move -up time, m (s) j 2.00 Field data? 0.480 0.186 0.219 I 2.30 I 2.30 2.00 Service time, 4 (s) 2.37 I Capacity (veh /h) 821 I 2.90 692 I 3.40 2.90 1 _.- .... - ---- - - ......_._...._... -- 657 742 I - - -- Delay (s) (Equation 17 -55) 9.3 12.6 9.7 9.3 Level of service (Exhibit 17 -22) I A B A A j I Delay (s), approach 9.3 ' 11.8 9.3 I Level of service, approach A B A i Delay (s), intersection 10.6 Level of service, intersection B HiCAPTM2.0.0.0 DublinSchoo[XingStudy08 - amadorvalleypennXA QCatalina Engineering, Inc. 1 oil MIA o CHAPTER 17 - AWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin 11/2/2008 Agency or Company Omni -Means EB -WB Street Amador Valley Blvd. Analysis Period /Year Aft. Wkday Ex. 1008 NB -SB Street Penn Dr. Comment Afternoon Schoolday Existing Conditions Input Data I EB ' WB NB SB l Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 i Lane 2 Lane 1 Lane 2 Lane code (Lane 1 is curb lane) TR T L LR Left -turn 99 1 90 I (velh /h) Through j 244 245 Right -turn Peak -hour factor I 60 1 4------- .._._._._... 0.90 _...._... — 0.90 61 0.90 i 0.90 i % Heavy vehicles 3 1 3 3 3 Outputs Total lane flow rate (veh /h) EB WB NB SB Lane 1 1 Lane 2 I 338 -- —_� -- - Lane 1 _ -272- Lane 2 Lane 1 Lane 2 .... 110 168 -- - - - - -__ Lane 1 - - - - -- Lane 2 - - - - -- Departure headway, hd (s) Field data? 4.49 5.31 5.81 5.02 Degree of utilization, x Move -up time, m (s) i Field data? I 0.421 I 0.402 0.178 0.234 j 2.00 i 2.30 2.30 2.00 I Service time, 4 (s) - - -- - ._...__..__.._.__... -.. —._ .... ........ .............--- ._.... - - - -- Capacity (veh /h) 2.49 - - - -- - - - -- ..._.._ ..... - 795 3.01 - - -- --- ..._._._.._......... 677 3.51 3.02 _._ ". -- ---- - - - - -- 643 711 --..._.__._._._....- ........ ------- Delay (s) (Equation 17 -55) I 10.7 1 11.5 9.8 9.5 i Level of service (Exhibit 17 -22) j B B I A A Delay (s), approach 10.7 11.0 9.5 Level of service, approach B B A i Delay (s), intersection 10.6 Level of service, intersection j B HICApTM2.0.0.0 DublinSchoolkngStudy08 - amadorvalleypennXAft OCatalina Engineering, Inc. 1 of 1 �9D�(to CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Agency or Company Omni -Means Analysis Period /Year AM Wkday Ex. Comment AM Schoolday Existing Jurisdiction /Date Dublin Major Street Central Parkway 1008 Minor Street Aspen St. Conditions 11/2/2008 Input Data Lane Configuration j Lane 1 (curb) EB T 1 WB ! TR NB j SB LR Lane 2 j L Lane 3 j Lane 4 Lane 5 I i EB WB NB SB Movement 1 (LT) ! 2 (TH) 3 (RT) 4 (LT) 5 (TH) 6 (RT) 7 (LT) 8 (TH) 9 (RT) 10 (LT) 11 (TH) 12 (RT) Volume (veh /h) i 16 62 i 121 25 j 45 35 PHF 0.90 1 0.90 0.90 0.90 10.90 j 0.90 Percent of heavy vehicles, HV 13 3 3! 3 13 3 Flow rate ; 18 69 134 i 28 50 39 Flare storage (# of vehs) Median storage (# of vehs) 1 �- I p Signal upstream of Movement 2 Length of study period (h) ft 0.25 Movement 5 ft Output Data — - - -- — - - - -- I I Lane Movement Flow Rate -- (veh /h) -- Capacity - -- (veh /h) - I v/c Queue Length Control Delay LOS - - -- - —. �- _ (veh) -- (s) �— Approach Delay and LOS NB 2 I 3 1 LR 89 791 j 0.113 1 0 10.1 B 10.1 SB 3 B EB (1 j 1 18 1410 1 0.013 j 0 — 7.6 —� A W B C' I i 1 I HICAp TM2.0.0.1 DublinSchoolkngStudy08 - centralpkwyaspenXA ®Catalina Engineering, Inc. 1 of 1 CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin Agency or Company Omni -Means Major Street Central Parkway i Analysis Period /Year Aft. Wkday Ex. 1008 Minor Street Aspen St. Comment Afternoon Schoolday Existing Conditions 11/212008 Input Data Lane Configuration _.— �.._.._ —._... - -- Lane 1 (curb) 1 EB --- -..__— T I WB — TR NB SB LR Lane 2 L Lane 3 j Lane 4 i i Lane 5 i i EB WB NB I SB Movement 1 (LT) 2 (TH) 3 (RT) 4 (LT) 5 (TH) 6 (RT) 7 (LT) 8 (TH) 9 (RT) 1110 (LT) ! 11 (TH) 12 (RT) Volume (veh /h) 13 86 78 j 17 32 19 PHF 0.90 0.90 j 0.90 j 0.90 ! , 0.90 j 0.90 Percent of heavy vehicles, HV 3 3 i 3 i 3 3 j 3 Flow rate 14 ! 96 i I 87 j 19 36 ; 21 Flare storage (# of vehs) Median storage (# of vehs) 1— j 0 1 Signal upstream of Movement 2 Length of study period (h) ft 0.25 Movement 5 ft Output Data ---------- - - - - -- -- - -- - - -- I - - -- Lane Movement Flow Rate (veh /h) Capacity (veh /h)— j v/c Queue Length I Control Delay LOS — i - _(veh) (s) ! Approach Delay and LOS -- ! NB 2 ' I 3 I 1 LR 57 821 0.069 0 9.7 A 9.7 SB 2 I 3 ! ' i A 14 1479 ! 0.010 0 — 7.5 A WB -- ............ ._._ C J ... _.. -- ._...._._.._ ...... _ ...... _ ...... ..__....._..._.... _..._._—_.._...__ ........ ?.--._...._..._.....-- .- .......... _ ... ........ . ...... - --------- ---- ---- — _ HiCAPTM2.0.0.1 DublinSchoolXingStudy08 - centralpkwyaspenXAft ©Catalina Engineering, Inc. 1 of 1 aD CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Agency or Company Omni -Means Analysis Period/Year AM Wkday Ex. Comment AM Schoolday 1008 Existing Conditions Jurisdiction /Date Dublin Major Street S. Dublin Ranch Dr. Minor Street Woodshire Ln. 11/2/2008 Input Data Lane Configuration Lane 1 (curb) j EB LT 1 WB TR NB ; SB LR Lane 2 Lane 3 Lane 4 Lane 5 j EB WB NB SB Movement 1 (LT) 2 (TH) ' 3 (RT) 4 (LT) 5 (TH) 6 (RT) 7 (LT) 8 (TH) 9 (RT) 110 (LT) 11 (TH) 12 (RT) Volume (veh/h) g 95 I 141 1 2 j 13 PHF 0.90 i 0.90 i 0.90 0.90 10.90 0.90 Percent of heavy vehicles, HV i 3 13' 3 3 i 3 3 Flow rate 10 j 106 157 1 j 2 14 Flare storage (# of vehs) Median storage (# of vehs) I Signal upstream of Movement 2 It Movement 5 ft Length of study period (h) 0.25 Output Data Lane 1 Movement Flow Rate ( vehlh) I Capacity I v/c Queue Length 1 Control Delay LOS (veh /h) i (veh) _ _— (s) —I — , �.'. --r- I Approach Delay and LOS NB 2 j 3 i 1 LR 16 857 ! 0.019 ; 0 9.3 A 9.3 SB 2 i EB �.� `1; 10 1416 i 0.007 0 7.6 A W B �4J HiCApTM2.0.0.1 DublinSchoolXingStudy08 - sdublinranchwoodshireXA ®Catalina Engineering, Inc. 1 of 1 $2vbtofl CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin Agency or Company Omni -Means Major Street S. Dublin Ranch Dr. Analysis Period /Year Aft. Wkday Ex. 1008 Minor Street Woodshire Ln. Comment Afternoon Schoolday Existing Conditions 11/2/2008 Input Data Lane Configuration EB Lane 1 (curb) LT j WB TR NB II SB LR Lane 2 Lane 3 Lane 4 Lane 5 j EB WB NB SB Movement 1 (LT) j 2 (TH) 3 (RT) 4 (LT) j 5 (TH) 6 (RT) 7 (LT) 8 (TH) ( 9 (RT) 10 (LT) 11 (TH) 12 (RT) Volume (veh /h) g! 109 I I 68 1 6 i 8 PHF 1 0.90 ':. 0.90 I 1 0.90 j 0.90 I j 0.90 0.90 Percent of heavy vehicles, HV 3 3 j 3 I 3 i 3 I 3 Flow rate 10 121 i 76 1 j 7 9 i- Flare storage (# of vehs) Median storage (# of vehs) _- Signal upstream of Movement 2 ft Length of study period (h) 0.25 Output Data Movement 5 ft -- Lane - 1 Movement j - - - - -- —� Flow Rate -- (veh /h) - Capacity I v/c Queue Length Control Delay - - (veh /h) - (veh) -- -- (s) — i LOS --- - - -... Approach _Delay and LOS .. NB 2 3 I 1 LR 16 873 1 0.018 i 0 9.2 A 9.2 SB 2I I i I 3 EB (1; 10 1516 I 0.007 0 —i 7.4 A A W B 4 o j j . ...... . HiCAPTm2.0.0.1 DublinSchoo[XingStudy08 - sdublinranchwoodshireXAtt OCatalina Engineering, Inc. 1 of 1 1�3t (oo CHAPTER 17 - AWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Agency or Company Omni -Means Analysis Period /Year AM Wkday Ex. Comment AM Schoolday Existing Jurisdiction /Date Dublin EB -WB Street Oak Bluff Ln. 1008 NB -SB Street N. Dublin Ranch Dr. Conditions 11/2/2008 Input Data i Lane 1 EB Lane 2 WB NB SB Lane 1 Lane 2 Lane 1! Lane 2 Lane 1 Lane 2 Lane code (Lane 1 is curb lane) LTR i LTR LTR LTR - Left -turn 2 25 2 i 24 Volume (veh /h) Through 3 2 23 45 Right -turn - - -- -- _ Peak -hour. factor 9 .... ...... 0.90 1 I 11 0.90 22 0.90 1 0.90 % Heavy vehicles Outputs 3 i 3 1 3 1 3 f Total lane flow rate (veh /h) Lane 1 16 EB Lane 2 WB NB SB Lane 1 42 Lane 2 Lane 1 Lane 2 52 Lane 1 78 Lane 2� Departure headway, hd (s) i Field data? 3.92 ! _T 4.20 3.88 j 4.19 j Degree of utilization, x 1 Move -up time, m (s) I I Field data? I 0.017 2.00 0.049 0.056 0.090 2.00 i 2.00 2.00 I Service time, t5 (s) j F Capacity (veh /h) - - -" - - - - - -- - 1.92 - - -... -886 j i - - - - -- _._.. 2.20 j - - -- - __.....- 830 ( t--- ------- - - -* 1.88 - - - - - -- . —_.._ -- 910 2.19 - - - - - -- 847 - -...- Delay (s) (Equation 17 -55) j 7.0 7.4 7.1 ! 7.6 Level of service (Exhibit 17 -22) A A A A Delay (s), approach 1 7.0 7.4 7.1 7.6 Level of service, approach A A A A Delay (s), intersection 7.4 Level of service, intersection ( A HiCAPTM2.0.0.0 DublinSchoolXingStudy08 - oakbluffndublinranchXA OCatalina Engineering, Inc. 1 of 1 ?40b(OD CHAPTER 17 - AWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin Agency or Company Omni -Means EB -WB Street Oak Bluff Ln. i Analysis Period /Year Aft. Wkday Ex. 1008 NB -SB Street N. Dublin Ranch Dr. Comment Afternoon Schoolday Existing Conditions 11/2/2008 I Input Data EB Lane 1 j Lane 2 WB NB SB Lane 1 j Lane 2 Lane 1 1 Lane 2 Lane 1 Lane Z Lane code (Lane 1 is curb lane) LTR LTR LTR - - -- LTR - - -- — Left -turn - - - - -- � 2 - - -- 21 - - -- - - - - -- 3 - 26 Volume (veh /h) t Through 1 1 25 23 Right turn I - ,..- Peak -hour factor 1 - - - - ...... - - -- 0.90 11 j 0.90 34 0.90 1 0.90 j % Heavy vehicles 3 Outputs 3 3 3 I �.._ - - -- - -- ----- ....... ... Total lane flow rate (veh /h) - EB Lane 1 1 Lane 2 - _.....__..__._...- 4 WB NB SB Lane 1 - -- ....-------- 37 Lane 2 Lane 1 i Lane 2 ..... -- -- - - - -- ...-- -..__. 69 Lane 1 .. -- - 56 Lane 2 j - - -- - Departure headway, hd (s) Field data? 4.20 ! 4.15 3.78 j 4.20 Degree of utilization, x ; Move up time, m (s) Field data? I 0.005 ; 2.00 ; 0.042 ; 0.072 0.065 2.00 2.00 j 2.00 Service time, is (s) 1_ Capacity (veh/h) i 2.20 - -_ -_- j 830 2.15 843 ( 1.78 941 220 848 Delay (s) (Equation 17 -55) i 7.2 7.3 7.1 7.5 Level of service (Exhibit 17 -22) i A A A A Delay (s), approach 7.2 7.3 7.1 7.5 Level of service, approach A A A A Delay (s), intersection 7.3 Level of service, intersection A HiCAP TM2.0.0.0 DublinSchoolXingStudy08 - oakbluffndublinranchXAft CCatalina Engineering, Inc. 1 of 1 CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Agency or Company Omni -Means i ' Analysis Period /Year AM Wkday Ex. Comment AM Schoolday Existing Jurisdiction /Date Dublin Major Street Oak Bluff Ln. 1008 Minor Street Newfields Ln. Conditions 11/2/2008 i Input Data Lane Configuration EB WB NB SB Lane 1 (curb) LT TR LR Lane 2 Lane 3 i j Lane 4 j Lane 5 EB ! WB NB SB Movement 1 (LT) 12 (TH) 3 (RT) 4 (LT) 5 (TH) 6 (RY) 7 (LT) 8 (TH) 9 (RT) 10 (LT) 11 (TH) 12 (RT) Volume (veh /h) 12 37 i 22 8 19 16 i PHF j 0.90 0.90 I I j 0.90 0.90 i 0.90 0.90 j Percent of heavy vehicles, HV 3 ! 3 i 3 3 3 13 Flaw rate i 13 ; 41 I 24 9 i I 21 I 18 Flare storage # of vehs Median storage (# of vehs) - - -- � -- � - -- � -- �--- I I i -� - - -- � --- � i Signal upstream of Movement 2 It ILength of study period (h) 0.25 Movement 5 It Output Data Laney Movement' Flow Rate (veh /h) Capacity (veh/h) v/c Queue Length Control Delay j LOS (veh) (s) i Approach Dela and LOS —y NB 2 i 3 1 LR 39 956 0.041 0 8.9 A I 8.9 S 2 3 j A EB �1 j I 13 1572 0.008 0 7.3 A W B I (4) HiCAPTM2.0.0.1 DublinSchooNingStudy08 - oakbluffnewrieldsXA (OCatalina Engineering, Inc. 1 of 1 8b ob Boa CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin Agency or Company Omni -Means Major Street Oak Bluff Ln. ! Analysis Period /Year Aft. Wkday Ex. 1008 Minor Street Nev✓felds Ln. Comment Afternoon Schoolday Existing Conditions 11/2/2008 I Input Data j Lane Configuration i EB WB NB SB Lane 1 (curb) LT TR LR j Lane 2 I i Lane 3 I Lane 4 Lane 5 I i EB WB NB SB Movement 1 (LT) ! 2 (TH) ' 3 (RT) 4 (LT) i 5 (TH) 6 (RT) 7 (LT) 8 (TH) 9 (RT) 10 (LT) 11 (TH) 12 (RT) Volume (veh /h) 16 1 45 j j 19 i 11 17 ; 14 PHF 0.90 0.90: j 0.90 0.90 j 0.90 ' 1 0.90 Percent of heavy vehicles, HV 3 3 I j 3 3 3 3 Flow rate 18 j 50 ? I 21 12 i 19 16 Flare storage (# of vehs I I I Median storage (# of vehs) I I I Signal upstream of Movement 2 ft Length of study period (h) 0.25 Movement 5 ft Output Data ! Lane 1 Movement Flow Rate (vehlh) I Capacity (veh/h) v/c I Queue Length Control Delay j LOS (veh) (s) —_ — — — Approach Delay and LOS NB 2 3 1 LR 35 943 0.037 1 0 9.0 i A 9.0 SB 2 3 I i A EB (1; 18 1572 i 0.011 0 7.3 i A WB 4 i s HiCApTM2.0.0.1 DublinSchoolXingStudy08 - oakbluffnewfieldsXAft CCatalina Engineering, Inc. 1 of 1 '6 -79b (c)o CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Agency or Company Omni -Means Analysis Period /Year AM Wkday Ex. I Comment AM Schoolday Existing Jurisdiction /Date Dublin Major Street Antone Wy. 1008 Minor Street Grafton St. Conditions 11/2/2008 Input Data Lane Configuration Lane 1 (curb) j EB TR WB j LT NB LR SB ! Lane 2 Lane 3 I — Lane 4 i Lane 5 EB WB NB SB Movement 1 (LT) 2 (TH) 3 (RT) 14 (LT) i 5 (TH) 6 (RT) 7 (LT) 8 (TH) 19 (RT) 10 (LT) 11 (TH) 12 (RT) Volume (veh/h) 109 63 106 124 18 74 PHF 0.90 0.90 0.90 0.90 0.90 ' 0.90 { Percent of heavy vehicles, HV j 3 3 3 i 3 i 3 3 Flow rate 121 70 ! 118 ; 138 ! 20 82 Flare storage (# of vehs) ! Median storage (# of vehs) ! I Signal upstream of Movement 2 It Length of study period (h) 0.25 Output Data Movement 5 ft _ — _- iLane - -- ! 1 Movement Flow Rate (veh /h) —' - -- - -- i LR ! 102 Capacity (veh/h) 753 u/c Queue Length Control Delay LOS (veh) _ (s) _ i - - - -- --- - - ---- 1 0.135 0 10.5 B Approach Y Dela and LOS ---- 10.5 NB 2 i 3 i i B I i SB z I 3 EB rill I WB 1 (4) ! 118 1377 0.086 I 0 7.9 ' A HiCAP TM2.0.0.1 DublinSchoolXingStudy08 - antonegraftonXA ©Catalina Engineering, Inc. 1 of 1 CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analyst Omni -Means Jurisdiction /Date Dublin Agency or Company Omni -Means Major Street Antone Wy. , I Analysis Period /Year Aft. Wkday Ex. 1008 Minor Street Grafton St. i i Comment Afternoon Schoolday Existing Conditions 11/2/2008 Input Data I Lane Configuration EB WB NB SB Lane 1 (curb) j TR LT LR Lane 2 ! Lane 3 i i Lane 4 , Lane 5 i EB WB NB SB Movement 1 (LT) 2 (TH) ` 3 (RT) 4 (LT) 5 (TH) 6 (RT) , 7 (LT) 8 (TH) 9 (RT) 110 (LT) ! ll (TH)l 12 (RT) Volume (veh /h) 43 19 i 37 62 30 39 PHF 0.90 0.90 j 0.90 0.90 ; 0.90 10.90 I Percent of heavy vehicles, HV ; 3 3! 3 3 3 3 i I Flow rate j 48 i 21 ! 41 69 33 43 Flare storage (# of vehs) i Median storage (# of vehs) Signal upstream of Movement 2 ft Length of study period (h) 0.25 Movement 5 It Output Data I Lane 1 Movement Flow Rate veh /h LR 76 Capacity veh/h 879 I v/c j Queue Length ! veh 0.086 0 Control Delay LOS (s) ! -- _ —LDel 9.5 A Approach and LOS 9.5 NB 2 I { 3 A SB 2 ! 3 I I EB — i WB (4 j 41 1526 0.027 ! 0 7.4 A HICAPTM2.0.0.1 DublinSchoo[XingStudy08 - antonegraftonXAft ®Catalina Engineering, Inc. 1 of 1 '6 On motion of Vm. Hildenbrand, seconded by Cm. Hart and by unanimous vote, the City Council authorized Staff to procure the services of Bill Gould, Artist, in an amount not to exceed $5,000 and approved the Budget Change. NEW BUSINESS 2008 Crossing Guard Evaluation Study 7:17 p.m. 8.1 (590 -50) Traffic Engineer Jaimee Bourgeois presented the Staff Report and advised the City Council that this item would present the findings of a traffic engineering study that evaluated the eight existing crossing guard locations and three potential new locations. Staff would provide a recommendation to place a new crossing guard at Oak Bluff Lane/Newfields Lane, as well as implement various safety enhancements adjacent to schools with additional signage and pavement markings. Cm. Hart asked if the report had been shared with the Dublin Unified School District (DUSD). Ms. Bourgeois stated she had spoken to the Principal at Fallon Middle School who was excited that the City had the opportunity to add a new crossing guard and was in support of Staff's recommendation. She had also left a message with the Principal at Green Elementary School. James Morehead, Dublin resident, stated he had seen the recent accident scene involving a student walking to Fallon School. Speeding issues or speed bumps had not been discussed in the Staff Report. Also, the School Site Council had not been contacted for feedback. Mary Morehead, Dublin resident, stated she did not agree with the Staff Report that a crossing guard was not needed at the intersection of Oak Bluff Lane and Groveland Lane. There was high traffic volume on Dublin Ranch Drive, with cars turning on Oak Bluff Lane to park behind Green Elementary. The report failed to mention the behavior of DUBLIN CITY COUNCIL MINUTES 7 VOLUME 27 REGULAR MEETING December 2, 2008 ITTICHM 2 ` 1 l 010 motorists. It had become so dangerous last year, she had to ask a police officer at a different location to come monitor traffic. Motorists were not waiting for pedestrians to fully cross the street. The Staff report stated the stops signs created gaps in traffic allowing pedestrians to cross. This was not always the case. There was a crosswalk guard at Tassajara Road and Gleason Drive but there was a need for one at Oak Bluff Lane and Groveland Lane. She requested a crossing guard at the busy intersection where motorists were not waiting for children to cross the street. Evelyn Morehead, Dublin resident, stated it was difficult for her to cross the street on her way to school because the cars failed to stop. Dana Ogden, Dublin resident, stated she lived near North Dublin Ranch Road and there was a problem with speeders. She had contacted Dublin Police on many occasions. She stated the City had marked the street with "25" mile per hour signs and they had not helped. There was a need for speed humps. Motorists slowed at the stop signs, but they did not always stop. Citations had been issued, but they had not helped. She had brought it to the attention of the Homeowner's Association, which directed her to the City. Vm. Hildenbrand stated there had been an issue at Gleason Drive and Tassajara Road with drivers not stopping. The City did have crossing guards in areas where there was not heavy foot traffic, for public safety. She was familiar with the area. Were speed control mechanisms such as speed humps going to be reviewed? City Manager Pattillo stated speed humps and speed control would be reviewed by the Traffic Safety Committee. For speed humps, the City had to take into consideration public safety vehicles and how they maneuvered around them. The issue was being reviewed. Vm. Hildenbrand stated it was unsafe to walk in the area mentioned in the Staff report. Speeding was terrible in the Dublin Ranch area. It was frightening to walk in the area. Addressing the speeding issue in Dublin Ranch needed to be considered a priority by the City. People were not following traffic laws. She agreed that the issue needed to be addressed. The City needed to take into consideration an additional crossing guard in the area. Had the City considered flashing cross walks where there were not crossing guards? Ms. Bourgeois stated in addition to speed humps, they would also consider the flashing crosswalks. DUBLIN CITY COUNCIL MINUTES s VOLUME 27 REGULAR MEETING December 2, 2008 '� Vm. Hildenbrand stated she had heard from citizens that lived by Dougherty Road, near the intersection of Hibernia and Summerglen, that the crosswalk needed better signage, maybe "Children Crossing" signs. It would be prudent to look at that in the future. Cm. Scholz stated the issue needed to be addressed immediately; it should be a higher priority. City Manager Pattillo stated it was the City's internal Traffic Safety Committee that was looking into the issue. There was no lag time or unwarranted waiting. It was a priority and a report would be brought to the City Council as soon it was finished. Mayor Sbranti stated that there were items before them that they could move on quickly that would improve the situation, but some issues needed fiu-ther study and evaluation. Other issues addressed at this meeting would be brought back to the City Council within a couple of meetings. Cm. Scholz reiterated the City needed to move faster, make it a greater priority and get it done sooner. Cm. Hart stated when it came to the safety of the City's children, he would ask Dublin Police Department to be in the area to monitor the situation. Vm. Hildenbrand asked Ms. Morehead if there were crossing guards 100 feet apart, would people's behavior change to walk with the crossing guard, or were these pedestrians going to two different schools. Ms. Morehead stated she was asking for an additional crossing guard at Oakbluff Lane and Groveland Lane, which was along the major thoroughfare. Cm. Hart asked if the City Council was being asked to approve two crossing guards tonight or approve them later in conjunction with the additional survey that would be completed by the Traffic Engineer. Mayor Sbranti stated the City Council had a recommendation that they could adopt tonight, a crossing guard at Oak Bluff Lane and Newfield Lane, and then ask Staff to DUBLIN CITY COUNCIL MINUTES 9 VOLUME 27 REGULAR MEETING December 2, 2008 19 `TZ,bco-D bring back results of the study for a crossing guard, speed humps, signage, etc. for the safety of this whole area. Melissa Morton, Public Works Director, stated to include an additional crossing guard at North Dublin Ranch/Oak Bluff would require a budget change. Currently, there is only one marked crosswalk, so when the other crosswalks are added in yellow and the existing crosswalk is changed to yellow with stop markings on all approaches, there would be better visibility at the intersection. Vm. Hildenbrand reiterated she would like Staff to look at the additional crossing guard when the study was done. Mayor Sbranti stated City Council could move forward with the Staff recommendations in the Staff report, the Traffic Safety Committee would evaluate the improvements that were made, then look at the need for an additional crossing guard in the area, and look at the Summerglen/Hibernia intersection for signage. On motion of Cm. Hart, seconded by Vm. Hildenbrand and by unanimous vote, the City Council approved crossing guards to remain in place at eight existing locations and requested that the City Council authorize the placement of a new crossing guard at the uncontrolled crossing of Oak Bluff Lane at Newfields Lane; and signs and pavement markings be installed at several locations to enhance visibility of school activities and safety; and directed Staff to notify the adjacent residents at the Oak Bluff Lane/Newfields Lane intersection of proposed no parking zones (95 feet on the south side and 50 feet on the north side of street) and return to the City Council with a resolution establishing no parking zones on Oak Bluff Lane; and requested Staff to conduct a traffic study for safety measures at North Dublin Ranch and Oak Bluff Lane and return to the City Council with a report. DUBLIN CITY COUNCIL MINUTES io VOLUME 27 REGULAR MEETING December 2, 2008 19 G3 J6ioo SUPPLEMENTAL SCHOOL PEDESTRIAN SAFETY STUDY FOR THE INTERSECTION OF: 8.1 OAK BLUFF LANE / N. DUBLIN RANCH DRIVE This supplemental report presents the findings of an analysis that examined potential pedestrian crossing improvements that could be implemented in addition to the findings of the prior crossing guard study.' The study was conducted in order to identify possible measures that would further enhance safety for school -aged pedestrian crossings. Field data was collected regarding the intersection characteristics, including signing, striping, control -type, sight distances, parking and related facilities. A variety of enhancements were researched, including new signing/striping, alternative intersection controls, and/or other physical improvements such as lighted devices or alterations to the intersection design. Existing Conditions A summary of the intersection conditions is provided as follows. (A similar discussion is also available in the previous report.) The Oak Bluff Lane / N. Dublin Ranch Drive intersection is located in the Dublin Ranch residential area adjacent to the Ted Fairfield Park and west of John Green Elementary School (please refer to Figure 1 in the previous report). It is an all -way stop controlled intersection. Both streets serve residential units and N. Dublin Ranch Drive is also a primary vehicle route to /from Tassajara Road. Both streets have 25 mph speed limits. Pedestrian facilities include newly painted yellow crosswalks on all four approaches. There are sidewalks on both sides of each street. On- street parking is allowed except for select red - curbed areas near the intersection. (Refer to Figure 58 -1.) The intersection is not monitored by a crossing guard and the previous study found the pedestrian volumes to be below the CaMUTCD recommended minimum of 40 per hour for two hours. In order to confirm the previous volumes, new pedestrian counts were conducted for this study and found to be similar (refer to Figure S8 -2). On N. Dublin Ranch Drive, the highest crossing had 17 pedestrians (10 adults, 7 children) in the morning and 13 pedestrians (5 adults, 8 children) in the afternoon peak hours. The highest Oak Bluff Lane crosswalk experienced 18 pedestrians (10 adults, 8 children) in the morning and four pedestrians (2 adults, 2 children) in the afternoon. (The previous study counted 25 pedestrians in the morning and 16 in the afternoon across N. Dublin Ranch Drive, and 23 pedestrians in the morning and 5 in the afternoon across Oak Bluff Lane.) New vehicle counts were also conducted and found to be similar to the previous study. Total peak hour volumes entering the intersection were 151 -203 vehicles (compared to 222 -240 for the previous study). The crosswalk across N. Dublin Ranch Drive on the south side of the intersection experiences the highest vehicle -to- pedestrian volumes, with 150 vehicles & 18 pedestrians in the morning and 111 vehicles & 4 pedestrians in the afternoon peak hour. I Omni - Means, "School Crossing Guard and Pedestrian Operations/Safety Study for Selected Intersections in the City of Dublin, CA ", November, 2008, Report # R1337RPTOOI.DOC, Omni -Means Engineers & Planners, 1901 Olympic Boulevard, Suite 120, Walnut Creek, CA 94596. Supplemental Pedestrian Grossing Study City of Dublin, CA ITTICMMT 5 age 1 'T002 The sight distances from three of the four crossing locations exceed 250 feet. Looking north up N. Dublin Ranch Drive from the west side of the intersection, the sight distance is approximately 150 -175 feet due to the curve in the road. There are no permanent objects blocking sight lines. Three curb fronts are painted red prohibiting street parking near the intersection, including both sides of N. Dublin Ranch Drive north of the intersection and the east side along the south side of the intersection. Field observations indicated low street parking demand near the intersection in the morning and afternoon. Demand may be higher when group activities (sports, parties, etc.) occur in the park. Potential Pedestrian Facility Enhancements As noted, both of the field counts indicate the pedestrian/vehicle volumes are lower than the recommended guidelines for crossing guards. The intersection was recently improved by adding painted yellow crosswalks on all four approaches. However, in order to maximize pedestrian safety as much as possible, additional measures were examined as follows. They range from relatively inexpensive to more costly reconstruction methods which may exceed budgetary allowances. (Some options refer to additional information or figures which are attached.) The all -way stop controls, unobstructed sight lines, painted crosswalks, and relatively low pedestrian volumes suggest the intersection conditions are nearly as optimal as possible for pedestrian crossings. There does not appear to be an obvious /significant deficiency that needs to be improved. However, a couple of options intended to further enhance the crossing conditions are presented as follows. "Stop Ahead" and/or "School Advance Warning" signs / pavement markings: Due to the somewhat limited sight distance on N. Dublin Ranch Drive north of the intersection, advance "Stop Ahead" (Type W3 -1) sign and pavement markings could be installed for southbound traffic. (The same signing could also be installed on the other approaches if desired.) Similarly, school crossing warning signs (Type S1 -1) could be installed in advance of any /all of the approaches. (An example illustration is attached.) Painted lines inside crosswalks: Painted transverse stripes could be added inside the existing crosswalk border lines in order to enhance visibility of the crossing path. (An example illustration is attached.) Painted stop lines in front of crosswalks: Painted stop lines could be added in front of the existing painted crosswalk lines in order to provide additional distance between vehicles and pedestrians at the intersection. The CaMUTCD guidelines state the lines should be placed a minimum of four feet in advance of the crosswalk line, but sufficient sight distance to all of the other approaches must also be preserved. (An example illustration is attached.) "Yield to Pedestrians" signing at crosswalk: Another signing option would be to add "Yield to Pedestrians" (or similarly worded) signs to the existing Stop signs at the crosswalk. An example of this type of sign exists in the Town of Danville, California (pictures are attached). (Note: This use is not formally identified in the CaMUTCD.) Curb Bulb -outs: A more extensive option would be to construct curb "bulb- outs" on each corner of the intersection in order to shorten the crossing distances. (An example illustration is attached.) Supplemental Pedestrian Crossing Study Page 2 City of Dublin, CA R1337RPT002 Z C Z Z n I O a of dOlS ~ = OAK BLUFF LN. o C 0 N — STOP ! To msDO NOT TO SCALE Oak Bluff Lane at N. Dublin Ranch Drive Intersection Existing Signs & Pavement Markings N.,th Q =o -means figure S8 -1 2 adults 4 children 0 2 adults 4 children 6 Total ) 134 Vehicles ,f crosswalk NCY) co Z D' co cn t N Y Oak Bluff Ln. 6 2 adults 3 10 adults 2 �1 I� 12 t !E 4 children N N 7 children N doll a 2 p O 4- 2 a) > to > 6 Total 2 17 Total 4 �, STOP ' f- 40 aN+ r o crosswalk t �► M M r 10 adults (0 ° N 10 adults 8 children o 8 children 18 Total 150 Vehicles Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AM PEAK HOUR (8:00 -9:00 am) 2 adults 1 child 0 3 adults 1 child 1 adult bike o � 4 Total � 88 Vehicles �' � ' — crosswalk Z co Oak Biuff Ln. U N U ) N v 1 adult 3 5 adults 6 1► 4- 10 N 2 children y 2 teens d+ 1► o o 0_ 3 Total ° U 3 children 2 STOP 23 -0 rn U crosswalk 3 teen bikes I" ca CU 4 01 13 Total N M M 2 adults 2c h i I d re n 2 adults 2 children 111 Vehicles 4 Total Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:15 -3:15 pm) 4 adults 5 adults 5 children 5 adults ° 1 adult bike o a 222 Vehicles m 10 Total Z W ___ no crosswalk N floo LO Oak Bluff Ln. v aa) v a� v 3 adults * 3 15 adults 8 .� i �► 22 ro U j 3 2 teens 6 children ; o N � w dOlS a 3► o o 2> .- 9 Total ; U o 10 children v G -* STOP �' G3 6 5 co �j 0 (14 0 3 teen bikes • C no crosswalk V + ca a 4 -------- 30 Total co 0') LO co In 12 adults C° Ln 12 adults 10 children 10 children 22 Total 261 Vehicles Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS Observed Volumes at N. Dublin Ranch Drive / Oak Bluff Lane Intersection North Counts: 1/14 -15/09 figure S8 -2 oana -means � iW , t Attachments Supplemental Pedestrian Grossing Study Page 5 City of Dublin, CA R1337RPT002 Option: Install "STOP AHEAD" Sign and Pavement Marking i/ Option:! Install Advance z "SCHOOL CROSSING" Sign(s) STOP Option: —o Add Painted "Stop Line" In Front Of Crosswalk Option: Paint Transverse Lines Inside Crosswalk / o ~ OAK BLUFF LN. a 0 F- STOP Option: YIELD TO Add "Yield to Pedestrians" Sign PEDESTRIANS at Existing Stop Sign(s) iI NOT TO SCALE Example of Optional Signs & Pavement Markings North 0 oDMIo -means N kL