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Home My WebLink About6.09 StopSgnClark/MapleEtc.CITY OF DUBLIN AGENDA STATEMENT City Council Meeting Date: February 9, 1987 SUBJECT: EXHIBITS ATTACHED: RECOMMENDATION: Public Hearing: STOP Sign on Clark Avenue at the Intersection of Maple Drive /Ebensburg Lane 1) Report from TJKM 2) Location Map V y 1) Open Public Hearing 2) Receive Staff presentation and public testimony 3) Question Staff and the public 4) Close Public Hearing and deliberate 5) Continue the item to the City Council meeting of February 23, 1987, and give Staff direction regarding drafting of an ordinance for traffic control at this intersection. FINANCIAL STATEMENT: Approximately $1,000 for signage and pavement markings. DESCRIPTION: A problem was presented at a recent Traffic Safety Committee meeting which pertained to motorists cutting the corner at Clark Avenue and Maple Drive /Ebensburg Lane. The situation is further complicated by sight distance problems when cars are parked near the corner. The solutions recommended were (1) to extend the centerline stripe nearer the corner (which has been done) and (2) to stop the "T" leg of the intersection (Clark Avenue). Notices were mailed to residents in the neighborhood, and Staff subsequently received a call from Mrs. Baldasero of 6552 Maple Drive suggesting that this intersection become a three -way stop. Staff recommends that the City Council hear the Staff presentation and public testimony on this matter and continue the item to the meeting of February 23rd, giving Staff direction for der #fing of an urgency ordinance. ---------------- - - - - -- ITEM NO. •t4 � r COPIES TO: TJKM Mrs. Baldasero 4631 Chabot Drive, Suite 214 Pleasanton Ca. 94566 (415) 463-0611 MEMORANDUM DATE: January 29, 1987 TO: Lee Thompson FROM: Michelle DeRobertis SUBJECT: Response to Items Discussed at the Dublin Traffic Committee Meeting on January 14, 1987 Signing on Tamarack Drive This is regarding the non - standard diamond shaped "SCHOOL" sign for westbound traffic on Tamarack Drive which is partially obscured by tree branches and a utility pole. Standard school zone signing consists of W63 (symbol) combined with W65 (SCHOOL) on streets whose prima facie speed limit is 25 mph. On streets with higher speed limits the W65 (SCHOOL) plate is combined with R2 (25 mph) and R72 (WHEN CHILDREN ARE PRESENT). These installations are depicted on the attached Figure 10 -1. It is recommended that the existing diamond SCHOOL sign be replaced with the W63/W65 installation for westbound traffic cast of Doreen Street. These signs should be installed approximately ten feet east of the existing installation to clear the obscuring tree and utility pole. It is also recommended that the W63/W65 sign combination be installed for eastbound traffic east of Burnham Way. These sign installations were recommended as Priority III sign installations in the traffic control device inventory by JHK & Associates in December 1985. With the installation of these signs, the optional supplemental signs, W66 (symbol) and W66A (SCHOOL XING) at the school crosswalks are not needed. We also reviewed the recommendation to change the existing "NO PARKING" signing on the north side of Tamarack Drive fronting Fredericksen School east of Burton Street. We concur that it would be more appropriate to designate this area as a passenger loading zone. Therefore, this curb area should be painted white with the exception of 40 feet on the east side of the crosswalk where it should be painted red. The white curb should be extended to the existing fire hydrant. The curb in front of the fire hydrant should be painted red. Although the existing ordinance on passenger loading zones (Article 10, Section 6- 425.1) states that the passenger loading zone may be specified by white paint and /or the placing of signs, it is recommended that both the curbs be painted and signs installed. The signs should be the same as the existing passenger loading zone signs at Neilsen School, which state "PASSENGER LOADING ZONE SCHOOL DAYS ONLY 8:00 A.M. TO 4:00 P.M. These recommendations are depicted in Figure 1. Clark Avenue at Maple Drive We investigated the existing conditions at Clark Avenue and Maple Drive. The lack of any center line striping on all legs of the intersection results in vehicles cutting corners when executing left turns at the intersection. In addition, street PLEASANTON-SACRAMENTO, FRESNO - CONCORD Lee Thompson -2- January 29, 1987 parking on Maple Drive reduces the sight distance (and thus the safe approach speed) for northbound traffic on Clark Avenue. Therefore, it is recommended that the centerline on Clark Avenue be extended to Maple Drive. In addition, it is recommended that a STOP sign be installed for northbound traffic on Clark Avenue. Sight distance restrictions alone warrant the conversion to one -way STOP sign control. See the attached Figure 2. Kimball Avenue at Bandon Drive We recommend replacing the existing YIELD (R39) sign for northbound traffic on Bandon Drive with a STOP (R1) sign. Obstructions at the intersection affects the safe approach speed on Bandon Drive. Sight distance restrictions alone warrant the conversion to one -way STOP sign control. See the attached Figure 3. We contacted the City of San Ramon to inform them of this recommendation. Phil Agostini said that he considers the south leg of the intersection as belonging to the City of Dublin and that he did not have any objection to the recommended change in control. Village Parkway We have done a preliminary study of the intersection of Village Parkway and Hastings Way in response to a request for three -way STOP sign installation. Although we have not counted the traffic volume on Hastings Way, it is our estimate that the minimum volume requirements are not met. The accident history for Village Parkway for the past two years (1985 and 1986) was reviewed. There were two reported accidents at Village Parkway and Hastings Way in 1986 and one in 1985. These accidents were not of the type susceptible of correction by STOP signs. At Village Parkway and Brighton Way, which is controlled by four -way STOP signs, there were three accidents in 1986 and three in 1985. At Village Parkway and Davona Drive, which is controlled by three -way STOP signs, there was one accident in 1986 and two in 1985. At Village Parkway and Tamarack Drive, which is controlled by four -way STOP signs, there were two accidents in 1986 and two accidents in 1986. Based on the accident experience at other intersections along Village Parkway, there is no evidence that the installation of STOP signs at Village Parkway and Hastings Way would reduce its accident frequency. Given the low traffic volume and accident history, we do not recommend the installation of all -way STOP sign control at Village Parkway and Hastings Way. We feel that additional STOP signs along Village Parkway would further encourage the use of residential streets such as Davona Drive by through traffic. We had previously expressed our opinion that the most logical location for any future STOP signs or traffic signals along Village Parkway would be at Kimball Avenue. Circumstances have not changed and we stir Bold this opinion. PAIKT LlM WT Ll?QE AN_ �T37- _cii4�a+N- %o E xTE ND CE^1TE'.LINE FRoM I i SAK RAMON 1 I .�. I OP yA T 1 jNSTALt- CITY OF LOCATION �' �,4hZC �,. ��'•1 _fir C 1TY OF T:uGLIN CLAiz, AVENuE hT tlAPL` -�1VC ( N A L L A- 1 0 ',.1 Q= F 1 G u R E STOP- _�,,,�! ;•,-�"- C_•;T�. TRANSPORTATION CONSVITANTS