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HomeMy WebLinkAbout8.1 Cross Guard Eval~ l C~ SCHOOL PEDESTRIAN OPERATIONS/SAFETY STUDY FOR THE INTERSECTION OF : C.1 CENTRAL PARKWAY / ASPEN ST'REET This report presents the findings of a pedestrian crossing study for the intersection of Central Parkway at Aspen Street in dle 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 cunently monitored by a crossing guard during the morning and afternoon periods of school activity. There is a yellow crosswaIk 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 Rl-6) installed in the Central Parkway crosswallc. There is a specialty sign for pedestrians at the crosswalk on the south side of Central Parkw~ay 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 Study Page 34 CityofDasblin, CA R1337RPT00l ti~ ~- ~;_~, 1 ~// \~/~ CITY CLERK File # ^~~^-^,S AGENDA STATEMENT CITY COUNCIL MEETING DATE: December 2, 2008 SUBJECT: 2008 Crossing Guard Evaluation Study Report Prepared by: Jaimee Bourgeois, Senior Civil Engineer (Traffic) ATTACHMENTS: 1) Study Location Map 2) A through J: Intersection Diagrams with Signage and Marking Recommendations 3) School Crossing Guard and Pedestrian Operations/Safety Study for Selected Intersections in the City of Dublin, CA, prepared by Omni Means, dated November 2008 RECOMMENDATION: Staff recommends that crossing guards remain in place at the eight existing locations. Staff requests that the City Council authorize the placement of a new crossing guard at the uncontrolled crossing of Oak Bluff Lane at Newfields Lane. In addition, Staff recommends ~' '' that signs and pavement markings be installed at several locations to '~~ enhance visibility of school activities and safety consistent with Attachments 2A through 2J. Staff recommends that the City _ ~` Council direct 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. FINANCIAL STATEMENT: The cost to furnish and install signs is estimated to be $5,000, and the cost to install pavement markings is estimated to be $4,600. This work would be covered by gas tax (206) available in the Street Maintenance Budget (30200); therefore, a budget change is not required. No additional costs are expected. Because the fiscal year 2008-2009 budget includes an additional crossing guard that is currently not in use, placement of a crossing guard at Oak Bluff Lane /Newfields Lane would not require a budget change. ------------------------------------------------------------------------------------------------------------- COPY TO: James and Mary Morehead, Residents Page 1 of 7 ITEM NO. G:\TRANSPORTATION\Local Traffic\School traffic\agst_2008 crossing guard eval.doc DESCRIPTION: Currently, the City of Dublin funds eight adult crossing guards for the Dublin Unified School District from the General Fund (001) Crossing Guards Budget (20200) to help facilitate safe travel for students walking to and from school. The budget for fiscal year 2008-2009 includes nine guards; however, a guard was removed from Amarillo Road/Alegre Drive upon the closure of Nielson Elementary School. A survey of existing crossing guard locations was conducted in-house in 2005 by the City's prior Traffic Engineer. Staff feels that it is useful to re-evaluate the locations every few years to insure that the guards are placed in the most appropriate locations. With the closure of Nielson Elementary School and removal of a crossing guard, Staff also saw an opportunity to assess whether available resources could be reallocated to a new location. Furthermore, the City periodically receives requests from the community for new crossing guards. As such, the City hired Omni Means to conduct an updated survey at existing guard locations and three new locations. Anew crossing guard was implemented at the signalized intersection of Tassajara Road/Gleason Drive in November 2007 following a thorough study of that particular location; therefore, this location is not included in this survey. Table 1 lists the existing active guard locations and three potential locations. Attachment 1 (Study Location Map) illustrates the locations evaluated in the crossing guard survey. The findings of the survey were documented into a report that also presents recommendations for safety enhancements, including additional signage and pavement markings. TABLE 1 CROSSING UUARD STUDY LOCATIONS Existing Locations Adjacent School(s) Shannon Avenue / Vomac Road Dublin Elementary Shannon Avenue /San Ramon Road Dublin Elementary Davona Drive / Bonniewood Lane Murray Elementary Amador Valley Boulevard /Burton Street Frederiksen Elementary & Wells Middle Central Parkway /Aspen Street Dougherty Elementary South Dublin Ranch Drive / Woodshire Lane Fallon Middles Antone Way / Grafton St Fallon Middles & Green Elementary Tassajara Road /Gleason Drive Fallon Middles Potential Locations Adjacent School(s) Amador Valley Boulevard /Penn Drive Frederiksen Elementary & Wells Middle North Dublin Ranch Drive /Oak Bluff Lane-Groveland Lane Green Elementary Oak Bluff Lane / Newfields Lane Green Elementary Notes: 1) Fallon Middle School currently serves elementary school students until such time in the future when a new elementary school is constructed in eastern Dublin. 2) A thorough study was conducted in fall 2007 for the Tassajara Road /Gleason Drive location; therefore, this location was not included in this study. Page 2 of 7 Crossing guards are intended to assist elementary school students in crossing the street. All of the existing crossing guards are adjacent to elementary schools, but some are also located near a middle school. It should be noted that Fallon Middle School currently serves kindergarten through 5th grade in addition to middle school grades (6th through 8th) until such time as a new elementary school is constructed in eastern Dublin. Study Findings The crossing guard study was prepared by Omni Means (see Attachment 3) and included the collection of the following data for each study location: • Description of existing roadway and operating characteristics • Counts of pedestrian and bicycle crossings during morning and afternoon school-related peak hours • Counts of conflicting vehicles during the same peak hours • Sight distance measurements • Pedestrian-related collisions that occurred during afive-year period The collected information was then compared to the guidelines published in the 2006 California Manual on Uniform Traffic Control Devices (CA MUTCD) to assess the appropriateness of a crossing guard. In addition, signage or marking improvements for enhancing pedestrian crossing operations were identified. The CA MUTCD provides the following guidelines for when to implement an adult crossing guard: Adult crossing guards may be used to provide gaps in traffic at school crossings where an engineering study has shown that adequate gaps need to be created, and where authorized by law. Adult Crossing Guards may be assigned at designated school crossings to assist school pedestrians at specified hours when going to or from school. The following suggested policy for their assignment applies only to crossings. An Adult Crossing Guard should be considered when: 1. Special situations make it necessary to assist elementary school pedestrians in crossing the street. 2. A change in the school crossing location is being made, but prevailing conditions require school crossing supervision until the change is constructed and it is not reasonable to install another form of traffic control or technique for this period. 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. Adult crossing guards may be used under the following conditions: 1. At uncontrolled crossings where there is no alternate controlled crossing within 180 m (600 ft); 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 Page 3 of 7 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 (85th percentile) approach speed exceeds 64 km/h (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. While these criteria are provided for guidance, ultimately sound engineering judgment should be applied to determine when implementation of a crossing guard is safe and appropriate. Table 2 provides a summary of the data collected and final recommendations made for each location. As indicated in Table 2, Staff recommends that the eight active crossing guards (including Tassajara Road/Gleason Drive) remain in place. In addition, various improvements are recommended to enhance safety ranging from additional signage to modified or new pavement markings. Attachments 2A through 2G illustrate the recommended improvements at each location. Of the three additional locations examined, placement of a crossing guard is recommended at Oak Bluff Lane /Newfields Lane. This location is adjacent to the pathway that leads from Oak Bluff Lane through Ted Fairfield Park to Green Elementary. The existing crosswalk across Oak Bluff Lane is uncontrolled in that traffic is not required to stop at a stop sign or signal. The crosswalk experiences 24 and 18 elementary-age pedestrians during the morning and afternoon peak hours, respectively. During the same hours, respectively, the conflicting traffic volumes are 86 and 92. signage and pavement marking improvements are also recommended at this location (see Attachment 2J); specifically, speed limit signs, advanced crosswalk warning signs, and yellow crosswalk markings are recommended. In addition, red curb installation is recommended on the south side of the street on both sides of the crosswalk (95 feet total) and on the north side of the street east of the crosswalk (50 feet total). All of these improvements should be implemented to enhance safety either with or without implementation of a crossing guard. Since the fiscal year 2008-2009 budget includes a ninth crossing guard, which is currently not in use because of the closure of Nielsen Elementary, a budget change would not be required to place a crossing guard at this location. Based on pedestrian volumes, vehicular volumes, roadway characteristics and traffic operations, Staff does not recommend the placement of a crossing guard at either of the other two locations studied: Amador Valley Boulevard /Penn Drive or Oak Bluff Lane /Newfields Lane. While the Amador Valley Boulevard /Penn Drive intersection does experience relatively high traffic volumes, the elementary-age pedestrian volume is nomimal in the morning and moderate in the afternoon. In addition, a crossing guard is provided at Burton Street, 400 feet to the west, for direct access to Frederiksen Elementary. This intersection is controlled by STOP signs on all approaches, which helps to create gaps in traffic flow. Installation of a STOP ahead pavement marking is recommended on westbound Amador Valley Boulevard approaching Penn Drive (see Attachment 2H). A crossing guard is not recommended at North Dublin Ranch Drive /Oak Bluff Lane-Groveland Lane because the intersection is stop-controlled on all approaches and the pedestrian and conflicting vehicular volume is low. The STOP signs create gaps in traffic to allow pedestrians to cross. Improvements are Page 4 of 7 b UQ CD O J .-. fD p O O u4 ~ ~ ~ trl t~J Q ~ ~ ~ ~ C ~ ~ ~ co ~ e co ~ ~ G; ~..~ ~. ~~ ~ `-' A~ coo `C ~ by N ~ td ~ ~' m ~ ~ ~ ~ ~ ~ n r ^^ -~1 N ~ ^~~ A .'S' ~ ~ '~ C .fir ~, ~ '`3 ~ ~ ~ ~'.i ~ "~ y ~ ~ ~ ~ ~~ ~ ~ C ~• ~ O O ~. ~ ~ ~~ ' ~ a c ~ ~ f d ~ ~ ~ ~ ~ ~° ~ a. ~ xi ~ ~ ~ o. ~ ' ~ ¢ mss ~n ~ ~ ~ ~ °+ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~ ~ ~ aQ Y ~ n ~ ~? o o ~ ~ o ~ ~ ~' o ~ ~' o a. ~' o o ~' ~ ~ ~ ~ ~' ~ ~ ~ ~ ~ o ~ ~ ~ ~ ~ a o ~ ~ ~ ~ w a. ~ ~ ~ ~ ~~ ~ ~ ~ ~ ~~ ~ m ~ ~ d~ o ~~" ~'~ O=y o ~ ' a ~ • a a ~ ' • Q o . 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Currently, there is only one marked, white crosswalk on the east side. The other three approaches have white limit lines that are generally positioned very close to the intersection. It is recommended the existing crosswalk be modified to a yellow crosswalk and three additional yellow crosswalks be installed on the remaining three legs. Not only will the yellow crosswalks draw attention to pedestrian activity, but the new markings will cause vehicles to come to a stop further back, allowing pedestrians to cross within the typical pedestrian zone (see Attachment 2I for an illustration). If City Council authorizes the placement of a crossing guard at Oak Bluff Lane /Newfields Lane, it is recommended that the signing and pavement marking improvements be in place first. This can likely be implemented within two to three weeks. The improvements at the other locations could be implemented within 30 days. RECOMMENDATION: Staff recommends that crossing guards remain in place at the eight existing locations. Staff requests that the City Council authorize the placement of a new crossing guard at the uncontrolled crossing of Oak Bluff Lane at Newfields Lane. In addition, Staff recommends that signs and pavement markings be installed at several locations to enhance visibility of school activities and safety consistent with Attachments 2A through 2J. Staff recommends that the City Council direct 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. Page 7 of 7 0 00 r O ^n ?.LI rt- ^~ ?++ /O ~/ ^~^ ~Y/.L.. mm~ \V T~T \V 0 _:.i. " ~~~ ~,• "~, N ~~ , ~- 1/ cArtrp~ d ~Iq«°g lye ~: $ ~C, a '~ '~ ~~e 3 ay+^~ ?` ~~ +~~~' ~ E~ ~~~~ z€I~~~~ ?~~~ Oy ~~ b ~ ` 6Up~. 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SCHOOL sLOw - ~ SCHOOL dOlS SHANNON AVE. scHOOL ~ •...... STATE LAW (INSTALLD YIELD yy TO CROSSING GUARD -~{ ~ DURING - O MON~iORMG) ~ WITH N D_ 0 r END SCHOOL ZONE Option: Make Existing Install School ~ School Crosswalk Warning Signs Double-Sided MILLBROOK AVE.- II 0 _ ~,S ~I lOOR05 : ~~ • ONIX S~. ~ S~. llWl~ 033dS I) HOLANDA LN. Option: I '• CROSSWALK STOP_ )-?-~ ^ ~ --- O --- C7 ~7 ~ ~~ ~ ....... ~~~ SCHOOL o: ~ m ~ J~ U 3NOZ ^ IOOHOS s ~ SPEED ON3 25 ` ! LIMIT .............. 25 LANDALE AVE. J 0 2 U Q Z W G LLJ W Z J LO D Shannon Avenue. & Vomac Road Intersections Existing and ~e~o_>~~r?~ Signs & Pavement Markings 0 o~r~a~means NOT TO SCALE N~~~ - - - - _ ---- AIIAaYB1f 2~ C~ 1 Z O Option: Paint Existing White Crosswalks Yellow ~ (per CaMUTCD) ~''~~`-~. ~' SHANNON AVE. ~._. ~_~ ;# to ~ ~ _~ f ~ - ~ `~ TURNING f - TRAFFIC ~~ ~ ^~! MUST _ YIELD TO '~ i~: )ESTi21ANS ~:~ J: lc.n ~~ ~.:~. Option: Install "TURNING TRAFFIC MUST YIELD TO PEDESTRIANS" Signs (Type R10-15) At Desired Approaches (per FHWA MUTCD) NOT TO SCALE Shannon Avenue /-San Ramon -Road Intersection Existin an ~: ` eciir~ endecSigns & Pavement Markings N~rth g .~.~ L ~ . . . _ >~~, r.. o~c~a~means ^7T~n11V[~IT Ili n~ ~nwon~n~ ~ L.~ u~ p ~ r as Noorvve u1 J U ~ t r • ~ M M M W ~~ ~' p ~ L. ~ C ° ~ ~ ~ _ c - _ ~~ ~~ o (q ~ p ~- Z U ~a o m~w~ o o ~Qa~a m 0~~~ " ~ "' °D a Qa~ l ~{~~ N I d015 ~ V' ,8.~°i. O ~ `JNIX ~ ~ V ~ ~ ~ ,rI~ sroP ~1S VINtlO(il O U +~ N C ifAlS c OOHDS; 4 t/1 n' ' / U~J "n`2, _ O O ~NiX O ~ / +, W m r„ STOP ~ ~ J o m p = AHEAD `V ' ~' ~ v AHEPD r a Y O mOy STDP . 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G €~ ~ E S P~ A t~ 3~ E R A 3 ATTACHMENT ._,_ ~-, .. 4 -~ y ~~ ~ ~ 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 '~ .f ':? INTRODUCTION /PURPOSE This study presents the findings of a City-wide Crossing. Guard Evaluation conducted for the City of Dublin. Overall, a total often study locations (intersections). were evaluated (refer to Figure.l). 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 (CaMIJTCD).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, 1. "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~' 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 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-l. Pedestrian /Crossing Guard Study Page 1 City of Dublin, CA R1337RPT001 t .~ ~'j e { Y !^ 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 acid 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 accidenf history for the five calendar years from January 2003 through December 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 Drive (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) Because a study was conducted in November 2007 at Tassajara Road / Gleason Drive when a crossing guard was implemented, this study does not include an evaluation of that location. 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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 aninbound-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. It should be noted that a "right-turn only" sign during school hours is posted at the exit driveway, which some parents are not obeying. 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, S 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 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 almost 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 whichreduces 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. However, with all-way stop control in place at this intersection, this reduced sight distance is not considered inadequate. 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 a review of the five year accident history from 2003.through 2007, there were no recorded accidents at the intersection. Crossing Guard Summary-Findings The Shannon AvenueNomac 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).' 'State of California, Department of Transportation, California Manual on Uniform Traffic Conirol Devices for Streets and Highway, Federal. Highway Administration MIJTCD 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 .a 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 65 children) 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 CaMLJTCD (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 is no equivalent sign on Holanda Lane. Consideration could be given to installing a sign on this street. Pedestrian /Crossing Guard Study Page 6 City of Dublin, CA R7337RPT001 ~t~' ~ .~ ~---- F_ ~_ ., ~` ~~~ ~; ~: ~' ~Y ~ ~,1 e+~ Shannon Avenue / Vomac Road Intersection*~T 1\orth o~r~a~means figure 1.1 62 adults 60 children rn o 3 adult bikes ~' a' 5-child bike ~ ~ 130 Pedestrians .130 Total doss crosswalk 18 -~ w N 198 Vehicles ~ zing gum and pres nt 148 ~, ~ m ' v~ 27 adults ~ ,~ Y ~ sroP Shannon Ave C N °' N ~ 21 children , .~ N 3 . ~ t ~ ~ 1 teen bike ~ o ~ ~ rn ~ a ~ 49 Total m ~ rn ~ v7 `'~ N °' ~ o0 N .X (no crosswalk) o 0 pedestrians Pedestrian Volumes Vehicle Volumes Vo lume s In Crosswalk AM PEAK HOUR (8:00-9:00 a.m.) 62 adults 59 children 3 adult bikes m ~ 3 child bike ~ ~, 127 Pedestrians 127 Total dots 129 Vehicles crosswalk ~~ 18 ~ ~ ~ ~ zing guard present ~ p 102 ~ co ~ 14 adults ~ ~ STOP 18 children Y Y n ~ ~ a N 3 ~ T Shannon Ave. ~ a~ m ~ 1 child bike ~, ~ o_ 33 Total m ~ N ~ ~ N M m ~ (no crosswalk) U ~ f----------~ o 0 pedestrians > Pedestrian Volumes Vehicle Volumes Vo lume s In Crosswalk AFTERNOON PEAK HOUR (2:30-3:30 pm) 124 adults 119 children N ch 6 adult bikes °' ~ 8 child bike ~ ~, 257 Pedestrians 257 Total doss 327 Vehicles - 36 ~' •------- ---- ~ m ~, ~ zing guard present 250 ~ ~ STOP N 41 adults * ~ ~ 39 children y ; fl. ~ Shannon Ave. ~1 T ~ j 1 teen bike ~ ~ ~ a ~ ~ N ~ 1 child bike I ~ ~ ~ ~ ~ 82 Total ~ .°__' (no crosswalk) x ~ ~----------~ > 0 pedestrians Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS Observed Volumes at Shannon Ave. / Vomac Rd. Intersection m N Counts:9/25/08 or o~r~o~means figure 1.2 °~ . r....._ i MILLBROOK AVE.- II o_ O F- N ~ O i i - ~~ -_ Mops II wcROS END • SCHOOL ZONE `JNIX sz = lIWi1 sz 033dS HOLANDA LN. II Option: Make Existing Option: Install School School Crosswalk Warning Signs Advance Warning Double-Sided Sign o ~ ;,.~.y~~ ONIX ^~ 9 ~• 100HOS • ' ` m v SCH00 XING J ^ ~ w X~N~ ~ s .. ~ SCHOOL ,( ~ ~ U slaw /l SCHOOL ~ dOlS ~ } SHANNON AVE. _•... scHOOL srAr ~ Q ... LAW (INSTALLED YIELD ay H- (/) -{ Q TD CROSSING GUARD DURING MONITORING z Iff ~ ' ~ ) WITHIN ~ STOP w ~ CROSSWALK W J W N~ Z G O ---- J m --- ~ ~ ~ ~~ ~~• SCHOOL T 3NOZ IOOHOS m ~ U o ~ t • i?l JT~ SPEED ~ ON3 - 25 " ! LIMIT 25 LANDALE AVE. NOT TO SCALE Shannon Avenue & Vomac Road Intersections Existin and~~e~~o~ '~~~e Si s & P em nt M kin g ~ ~w . ~c gn av e ar gs North o~r~o~means figure 1.3 F ~ .... g . ~, ,$` ~iI§~ f. 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.) Tn 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 l l pedestrians (6 adults, 2 children, 2 .adult bikes,. l 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 Study Paged 0 City of Dublin, CA R1337RPT001 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 Sari 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 defmitions 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 from 2003 through. 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). ~ The CaMIJTCD guidelines for crossing guards at signalized intersections state the following: Pedestrian. /Crossing Guard Study Pagel l City of Dublin, CA R1337RPT001 ~ r" 1 C,,~ ~~ r !' ~. "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 volume was 14 children and 84 conflicting vehicles.. However, .the guidelines area "suggested policy". Other considerations may support continued crossing guard monitoring. These include vehicle speeds on San Ramon Road. Speed surveys measured an 85th-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 CaMLJTCD 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." (CaMiJTCD, 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." 'State of California,- Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Hig_hways, Federal Highway Administration MiJTCD 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-l. Pedestrian /Crossing Guard Study Page 12 City of Dublin, CA R1337RPT001 ~l t,. ?• `~ '~~ Shannon Avenue /San Ramon Road Intersection '* Nosh o~~o~means figure 2.1 c:~`h 1 16 adults 12 children 1 adulf bike ~ ~ ~ 30 Pedestrians 1 child bike ~ ~ ~ 125 Vehicles 30 Total crosswalk 52 ~• '~ 30 ~ ~ N 6 adults zing guar rd pres nt ~ ~1 -- SIGNAL •' 23 '~ ~ N ~ 2 children Y °7 ~ 34 ~ ~ 65 2 adults ~ ~ .a ~ 2 adulf bikes ~ N ~ ~ ~ ~, ~ Shannon Ave. ~ 1 adult bike ~ ~ > a j a 1 child bike- . o ~ 0 3 Total ~ ~ ~ ~ MNaO ~ .- r` ~'' ~ 11 Total ~ rn ~ v M r crosswalk ~' ~ 2 adu~ Its ~ x ~ 3 Pedestrians 1 adult bike ~ 3 Total ~' 184 Vehicles Vehicle Volumes Pedestrian Volumes ~ Volumes In Crosswalk AM PEAK HOUR (8:00-9:00 am) 5 adults 9 children 5 child bikes M ~ N 19 Pedestrians 19 Total `~ ,J j h 84 Vehicles ' crosswalk ~ t 13 40 ~ c zing gua rd pre e t ~ ~ SIGNAL- ~-- 17 30 - .~ ~ ~~ ~ 4 adults Y ~ i 43 Y ~ ~ °' a ° 3 children ~ Q 3 ~ 1 adult bike 33 3 ~ ? ~- Shannon Ave. ~ s ~ - ~ ~ ~ m a 2 adult bikes N ~ y 1 Total a j > 1 child bike ~ m ~ ~ ~ ~ ~ o ~ ~ o°o 10 Total crosswalk ~ ~ o f--- k E 4 adults ~ 11 Pedestrians 6 children c 1 adult bike ~ 143 Vehicles 11 Total Vehicle Volumes Pedestrian Volumes AFTERNOON PEAK HOUR (2:30-3:30 pm) Volumes In Crosswalk 21 adults 21 children 1 adult bike v o co 6 child bikes r' ~ `* 49 Pedestrians 49 Total f.1 ,~ h 209 Vehicles crosswalk n~ zing guard present ~ 92 ~ L 43 91 --~ SIGNAL •' 40 ~ "' .~ ~ •~ ai 10 adults N ~. '~ 108 ~ 5 children ~ a 67 ~ 2 adults ~ °' Shannon Ave. d lt bik N 2 ~ T ~ m m > a ~ 4 adult bikes N m a u es: , n. 2 child bikes ~ ~, ~ 4 Total ~ oM ~ ~ ~ ~ v ~ 21 Total crosswalk ~' . co ~ o N x ~--~ 6 adults E ~ 14 Pedestrians 6 children ~ ~ 2 adult bikes ~ 327 Vehicles 14 Total Vehicle Volumes Pedestrian Volumes COMBINED TOTALS Volumes In Crosswalk Observed Volumes at Shannon Ave. /San Ramon Rd. Intersection ~' N Counts:9l24/08 orth ow~~o~means figure 2.2 ,~ d z 0 Option:.. Paint Existing White Crosswalks Yellow ~ (per CaMUTCD) _ -: ~," _ ~'~.;-; '~ SHANNON AVE. 4 ~ ~ _, €: i ~ ~ f ~' ~ T ~ e - TURNING r ~ r~~ TRAFFIC u-.'1 MUST "j YIELD TO ',,I PEDESTRIANS ~-' ,~~~, ~~~ ~...-. Option: Install "TURNING TRAFFIC MUST YIELD TO PEDESTRIANS" Signs (Type R10-15) At Desired Approaches (per FHWA MUTCD) NOT TO SCALE Shannon Avenue /San Ramon Road Intersection Existing a~,~~Rec~'rnn~ende~i~Signs & Pavement Markings North o~~o~ means _ figure 2.3 ,.~ ~ ~ :_~ 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 "Passenger Loading Zone (8:00 am to 3:30 pm school days)" with drivers required to stay in the vehicle. 1'he 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 jl _\ r P 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 feef 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 85~'-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 a review of the five year accident history from 2003 through 2007, there were no recorded accidents at the intersection. 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 thefollowing: "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." 1State 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 17 City of Dublin, CA R1337RPT001 P° r The field counts identified high pedestrian volumes across Davona Drive (36-65 children).. and Bonniewood Lane (20-38 children). 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 51-1 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, a "Yield to .Pedestrians in Crosswalk" sign (Type Rl-6) should be installed within the crosswalk during school hours. This sign is currently not in place because City maintenance is in the process of repairing the sign mount. The existing signs for eastbound Davona Drive consist of an advance warning assembly (W63 or 51-1 with "School" legend) and "Slow School Xing Ahead" pavement marking very near Wicklow Larie. For westbound Davona Drive, there is an advance warning sign (W63 or 51-1) 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 51-1) and "Slow School Xing" pavement marking. anywhere from 200'-400' west of Bonniewood Lane. Pedestrian /Crossing Guard Study Page 18 Ciry of Dublin, CA R1337RPT001 1 ~: ~~ ~~, L ~ j, I i ;1__. ~ ~ T ~ o ~~ ~ ti, 'Sri Y ~~ ~., fi a~F'~` Mfr ~` •i~ `-~ .,,; ~" ~z y '~ ~ . ~-a, j~ ~ A~~ ~^~ ~,~ ~+ # ~ °~F u ~' 1 ' s, r :. r'^ ti ~ r ~"` ~.._ ~~ ~° 4 ~' ~~ , [~~ - ~' ti '~~ ~i e~{. ~~ ~ _,.~ ~ ~-~~ ~ z M ~_ ' ~ ~ {~; ]' r4` ~ ' ~ l `A, i. ) , @$~ .~ ~~ ~~ ~ ~ ~xs d@~ r~~1J ~ .1 ~ ~• 5 ~~ o~ b;l , + ~ T ~~ f ~ ~ ~ 't.. +~k~.w ~ j +-~rf ~ Via. r`_~~ A. I ~~ , r =~ 't T ~~~ ~ ~ .9'~~w "[ ~'~u'~` d _ .,Ft ` <.. y "" `F,~ ~ T f '~ ~~ ~ ''~' ' ~ '1r~ ~ . ~ . } , Q ~ , e ~ L ~ ~~ } ~~ W ~ ~, ' ~ a ~ ~ p _ - €4~ , ;cr ' aft ~ ~. . ~ 0 M W .i f~ , a:: a (sidewalk) c 28 adults ~ ,+, .~ ~ I 81 --- ~- 166 35 children °- 3 N I 3 ~ ~ 24 ~ ~ 1 child bike ~ N ~ ~ 0 peds. stop 64 Total ~ ~ o ; ~ f Davona Dr. ~ ' o~ 'x _ , crosswalk v~ o o .~ a d N > ~----`-i xing guard present r- N ~ o ~' ~ ~ N 21 adults 3 19 children ~~ 41 Pedestrians 1 child bike ° 41 Total m 57 Vehicles Ped estrian Volumes Vehicle Volumes Vol umes In Crosswalk AM PEAK HOUR (7:45-8:45 am) (sidewalk) c M 26 adults a ~* Y ~ 3 I 119 -' F 122 N C .~ ~ 65 children ~ 3 y o ; 0 peds. 6 ~ i- 12 ~ 91 Total m ~ ° ~ ~i STOP Davona Dr. ~ ~ ~ d N > m 'x CroSSwalk ~ N ~ ' tS~ N ~ ~ xing guard present 20 adults `- -a 3 61 Pedestrians 2 teens ~ 38 children o 35 Vehicles 1 adult bike m 61 Total Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:30-3:30 pm) (sidewalk) 54 adults ~ Y* 100 children $ 3 N 1 child bike ro y o 1 0 peds. 155 Total ~ ~ o rn =, x crosswalk v~ ~~~ xing guard present 41 adults 2 teens 57 children 1 adult bike 1 child bike 102 Total 200 -- ~ 288 9 Z ~ 36 STOP Davona Dr. C u7 N --~ e- M ~ 0 0 •~ c 0 m c m ~ .~ °, ~ U ~ ~ m > d N lf~ ~ ~ ~ ~-- 102 Pedestrians 92 Vehicles Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS Observed Volumes at Davona Dr. /Bonniewood Ln. Intersection ~` Counts:9/17/08 N°rth o~~fl~means figure 3.2 ,, ~' ;, o ~aa Noorroe ~ r M _ _ W ~' r ~Z ` ' M ~ ~ I o ~ ~ ~ L L ~' . z t.~~ ~~ ~,os ~- a z U 2 o m ~ W = O a~=a m ~~~~ ~ v - ~ a M ' ~< D l l Q ~ ~ d015 ~ ' O ~ • ~_ `JNIX OF " " sroP ~1S YINtlO(ll O 5~ U .r... N C ~,s ; o~~,s 4 ~ ~ ~ a _ tin`a _ O O UNIX !? ;,„ O STOP - ~ / ~ +~ W ~ ~ J o y a ~ NHEAD //\~~V ~oN O q STOP _ ~ ~ ~~ U ~ ~ U) 1 dux cLE,w °o I~ ~ - .~`~ ~W31~ KEEP //~~~ •~'W. ~~ ~ ~~~ ~: Nl 400M31NN09 ~ i b b 3 aNix cN r ^ V) '~ ~ Q "~r~ ~ j w ~ > ° ~= ~ v ~ NU L a > °oQrnF-I, ~ o ~ N _ ~a~_ Oc - Z d X ~a V C . ~~ ~ k tD V .G 3 QO N CO ~= JSyO - ~ . j~ O~ ~^ ~ Qom?! . ,,, >C ~ e ~ Q, ~n ~~_~ ~ ± ~_ ~.~ E ° p Q y I` 2 ~ ~ ~ `. O 1 r ~ ~' _ O ~ C ~ ~ ~ (L as rn " Q z y~ 3~ 3 W J ~ c 3 ~ ; m~ ~ Q ~ ~ ~ ~ ~ C V~ O _ ~ O N ,~,, a L ~3 m O £ ~ N ,A N e 0. C w ~ ~~ ~ C wNC ~ 'scrioo SCHOOL / /~~~ W - SLOW d015 ~ \ w~~ ~~ C ~u h ~' STDp N7 MO~OI /,2 7 c L~J O M .. ~ de 1 ~~ 1 SCHOOL PEDF,STRIAN 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 acid 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 (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 ofDub[in, CA R1337RPT001 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 Z50 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 85~'-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 five year accident history from 2003 through 2007 indicates there have been two recorded accidents at the intersection. One of the two accidents involved a pedestrian. The pedestrian, .who was slightly injured by the incident, was an adult crossing Burton Street who was hit by a motorist turning from Burton Street onto Amador Valley Boulevard. 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 determining whether to use crossing guard monitoring are provided by the California Manual on Uniform Traffic. Control Devices (CaMUTCD).' 1State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Hiahwa~, 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 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 (7-13 children) 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 Wl6/W66B pointing at the crosswalk, per the CaMUTCD guidelines.) • To improve sight distance of pedestrians in the crosswalk crossing Amador Valley Boulevard, install "Keep Clear" pavement markings within the intersection. Pedestrian /Crossing Guard Study Page 24 City ojDublin, CA R1337RPT001 Amador Valley Boulevard /Burton street Intersection Noy, o~c~~~means _ figure 4.1 6 adults 2 teens 3 teen bikes 12 Pedestrians t child bike 12 Total ~ 117 Vehicles zing guard present __ ~ N M o ~ c~U ~ 13 adults ~ ~ crosswalk ~ * ~ 4 m ~~ ~ 1 teen ~ Y ~ i dO1S Amador Valley Blvd. ~ ~ 13 children ~ N N I 0 peds 15 -~ '~ 50 ~ ~ 1 adult bike . ~ o ~ ~ 196 -- ~ 344 N `r' 28 Total m g I ,.~ " x (sidewalk) Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AM PEAK HOUR ($:00-9:00 am) 1 adult 2 children 1 teen bike 1 child bike 5 Pedestrians 5 Total 102 Vehicles zing guard present ~p N ~ o ~ 3 adults cros~~ _ ~ ~ m m 6 children ~ * tl1 Y r dOlS Amador Valley Blvd. ~ :;/ 'a ~ 1 adult bike 1 child bike ~ --` ~°; ~~ y I 0 peds. 17 ~ L 37 ~ > a M 11 Total ~ ~ ~' 272 -' ~- 298 ~ ~ ~ U Ot m C 1 ~~ (sidewalk) Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:30-3:30 PMj 7 adults 2 teens 2 children 4 teen bikes 2 child bikes 17 Pedestrians 17 Total v; zing guard preseni ~ M o c'~ CO ~ 219 Vehicles ~ 16 adults ~ cros~ swalk ~* ~..I l~ C° coo ~ . ~ 1 teen ;~ ~ , " Y' dOlS Amador Valley Blvd. ~ ' 19 children a ~ N I 0 peds 32 ~ 87 ~ > 2 adult bikes . ~ o ~ ~ 468 -- ~ 642 0_ ~ 1 child bike °1 ~ ~ r ~t rn 39 Total ' v~ ~ x (sidewalk) Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS Observed Volumes at Amador Valley. Blvd. /Burton St. Intersection '~` Norm Counts: 10/16/08 o~~a~means figure 4.2 ;F r~; (/d( \J O ~a0 NN3d STOP 100HOS Y Y ~jy ~+{. nw~s ..iooHOS T m ENIX Ob3Htl _ O W STOP Q ~~ ~ AHEAD O STOP O ~ ~ 6I C ~ C O U .'Y. v O m ~ =' ~ a, d ., Y r p ~ 0 ~dm a >~ ° ~ a is Noi ne u . d_3H ~ ' c ~r;a ~ a~~3 K FEP r P ~ -- ( ~~ 11 $~'`" >nvMSSOao NIHlIM ~NIx IOOHOS t ~ N Y C9-? ? X 7 yam. 'a •Y 0i 3 TJ ~ ~ > 'a . aiaO~y~oin ~ U U MVl aivis N ~ d 01 3 cU H= w c o=~ 100H0S ' O Q to {- N. Q rL p O L c Q c W~ U D ~. w U ~ Q y S -- U ~otS %n~o O c ~ `m fY ~ ~- ~ _ 3 a 0 c m c 01 ~ ty. C R y e H3a O j~ YN ' W N d ~ ~, 3 .fl O N ~ o ~ ~ O U O 0 s U ~~ ~NOa f s~~ U M V! O N 55~ G L -i-r Q~ ~ ---+ W > /L V J~~xx W ~^ ~~ L ' ~VI_i C ~' ~` ~; ~; O.;LC. m . Q~~~': ~~: L , O i Q X W 00 SCAOOL PEDESTRIAN OPERATIONS/SAFETY STUDY FOR THE INTERSECTION OF 5.1 AMADOR VALLEYBOULEVARD /PENN DRIVE This report presents the fmdings 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.) >n the morning; 28,people (6 adults, l3 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. Pedestrian /Crossing Guard Study Page 28 City of Dublin, CA R1337RPT001 r 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. However, with all-way stop control in place at the intersection, this reduced sight distance is hot considered inadequate. 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 from 2003. through-2007 indicates there have been four accidents (two in 2004 and two in 2006) at the intersection. None of the accidents involved a pedestrian (there were three rear-end accidents and one right-angle collision). One of the rear-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).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 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 volume in the morning (2 children) and in the afternoon (25 children) crossing Amador Valley Boulevard did not exceed the CaMUTCD recommendation of 40 or more crossing in one hour, therefore the warrant is not met. 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). 1State of California, Department of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Hiehways, Federal Highway Administration MIITCD 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, Cfl R1337RPT001 i~ )\ f- .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 he kids crossed Amador Valley Boulevard on the east side of the intersection where there is no marked crosswalk. • 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. Pedestrian /Crossing Guard Study Page 30 City of Dublin, CA R1337RPT001 tf~ - ~ _ f, S Amador Valley Boulevard /Penn Drive Intersection o~r~o~means North figure 5.1 r (sidewalk) 6 adults Y* 13 teens ~ 3 ; 156 -- ~ a ~-- 299 ~ 1 child N o I 0 peds. 71 ~, ~ ~ ,` 106 ~ :~ 7 teen blkeS o v ~ STOP -° ~ 1 child bike " ~~ Amador Valle Blvd. ~ ~ Y a i 28 Total ~_~ o u7 O ~ m crosswalk 3 adults 4 children ~ ~ ~ N 9 Pedestrians 2 adult bikes 382 Vehicles 9 total Pedestrian Volumes Vehicle Volumes Volu mes In Crosswalk AM PEAK HOUR (8:00-9:00 am) (sidewalk) 5 adults 41 teens ,~ m* N 21 children 3 y ~ 244 • w a ~- 245 ~ ~ 1 adult bike o ~ ; 0 peds. 60 ~, o ~ ~ 99 ' 2 teen bikes ~ ~ ~ STOP a > 4 child bikes "~ ~ ~ Amador Valley Blvd. ~ ~ 74 Total ~~ crosswalk i o ~ ~ ~ ~O 1 adult 7 teens ~' `9 i= ~ r` 27 Pedestrians 12 children 1 adult bike 310 Vehicles 6 child bikes 27 total Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:30-3:30 pm) (sidewalk) 11 adults ~* 54 teens 22 children '-" 3 y ; 0 peds 400 -- ~ a ~-- 544 o ~ . a 1 adult bike . N o~ o ~ .~ 131 ~ o y ,` 205 L ~, :~ 9 teen bikes ~ o f ` ~ '~ STOP m a~ 5 child bikes .Amador Valley Blvd. ~1 f ~ 102 Total .---- ` ~, crosswalk ~ ~ p o 4 adults 7 teens oo ~ c `- ~ ~ ~ 36 Pedestrians 16 children 3 adult bikes 692 Vehicles 6 child bikes 36 total Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS Observed Volumes at Amador Valley Blvd. I Penn Dr. Inte rs ection '~ N Cou nts: l0/30/08 orth o~r~a~means figure 5.2 '~ Otl3Htl ~ W L OO ~ ~ dOlS U F--1 p O ~ Q~ a °' ~ p L w Y a ~ ~ • ~ O 4- a ~ ~ o~E _d ~> ya c doss aois 0 N N ~ ~\ Vl rr Y ~a0 NN3d - O i :~ STOP ~ C ~ -F-~ IOOHOS nno~s T ~ ~ Y~ •" ~OOHOS ONfX / ~ Al W ~ O 1V Q L.1.. m p ~ °'~ AHEAD W > wend Z _ d' ~ STOP ` / A vJ D ~ L •. Q /R W._ - °-- O r ~M \ W is Nolane ' N ~~~ N ~~~ ~ ~ ~ ~ ~ S~ : . SCHOOL XING ~ ~ _~ ~ivMSSOao owx X W NIH IM l IOOHOS Y~ ' • ~.'{< O131A Mb'l 31tl1S V+ ~ A + A ~~ ~ N O . ~ ( uow .. O ~ l C~ SCHOOL PEDESTRIAN OPERATIONS/SAFETY STUDY FOR THE INTERSECTION OF : C.1 CENTRAL PARKWAY / ASPEN ST'REET This report presents the findings of a pedestrian crossing study for the intersection of Central Parkway at Aspen Street in dle 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 cunently monitored by a crossing guard during the morning and afternoon periods of school activity. There is a yellow crosswaIk 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 Rl-6) installed in the Central Parkway crosswallc. There is a specialty sign for pedestrians at the crosswalk on the south side of Central Parkw~ay 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 Study Page 34 CityofDasblin, CA R1337RPT00l 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 85`''-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 for the five year period from 2003 through 2007 at the intersection. 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).~ 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 35 CiryofDublin, CA R1337RPT001 _4 ~ , a ,_, , 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 21-24 children and Aspen Street of 3-6 children during the peak hours. The elementary age pedestrian volumes across Central Parkway do not exceed the CaMUTCD recommendation of 40 or more; however, the critical speed for Central Parkway is very close to 40 miles per hour. • Although the pedestrian volumes do not quite satisfy the CaMUTCD guideline, maintaining crossing guard supervision at the intersection is recommended because of the critical speed and four-lane cross-section on Central Parkway. 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 (1496) 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. Pedestrian /Crossing Guard Study Page 36 City of Dublin, CA R1337RPT001 L ~. ~ ~ ` ~ _~G ~ ~ ~s j ,~~+, ...._, ~ _ Central Parkway /Aspen Street Intersection ~` Nash Lo~~o~means figure 6.1 rr, .. ~ , s 5 adults. 2 children 3 adult bikes 1 teen bike 1 child bike 12 Total xing guard present ~-- . crosswalk 23 adults ~ .~ ~* 21 children Q 3 N ~ 44 Total ~ o ~ ~ Opeds. 01 p~ U O j C ~ ~ v~ X (sidewalk) Pedestrian Volumes ~ ~ o. M d' ~ Q Central Pkwy dOlS 4 ~ t 25 12 -~ '- 121 62--~ Vehicle Volumes AM PEAK HOUR (8:00-9:00 am) 5 adults 5 children ~ , 1 child bike ~ 11 Total ~' ~ Q 4' xing guard present Central Pkwy. dO1S cros~svraik ~ 3 ~ ~ 17 * 10 ~ '- 78 17 adults ~ Y ~ ~ 86 -- 2 teens .~ 3 N 24 children ~ o ~ ; 0 peds. 43 Total °' ~ ~ v m ~ (sidewalk) Pedestrian Volumes Vehicle Volumes AFTERNOON PEAK HOUR (2:30-3:30 pm) 10 adults. 7 children 3 adult bikes 1 teen bike 2 child bikes 23 Total xing guard present ~-~ crosswalk 40 adults N .~* 2 teens a ~ `~ 45 children 3 N N o I 0 peds. 87 Total m ~ o m . =~ "~ x (sidewalk) Pedestrian Volumes v~ ~. m ~ti Q Central Pkwy dO1S 7 ~' L 42 22 ~ '- 199 148 -- Vehicle Volumes COMBINED TOTALS c .~ ~ U a~ > a ~ N 12 Pedestrians 117 Vehicles Volumes In Crosswalk c '~ N U ~ ~ a~ a ~ ch o~ 11 Pedestrians 78 Vehicles Volumes In Crosswalk c m ~ •~ ~ U a ~ a~ a o ~ ~ 23 Pedestrians 195 Vehicles Volumes In Crosswalk Observed Volumes at Central Pkwy. /Aspen St. Intersection ~ '~ counts: silaioa Nartt, o~r~~~means figure 6.2 ~~ ? S~ w r M J ~J~' ~ '/~ U ~ W ~ A, W p L O Z ~ ,,~,5 ..: ...... 'iooHOS (n ~ `JNI% r 1.. Qd3lN L ~ cc Q G -~-+ -FJ U C y C N ~ wS H 7 C N } ,p L a C 1`p. ~ ~ ?~ U ~ C N~N u C ~~ v+ Q .1..+a Q~. z ~ W ~ tl ~ ; = ~ , R X ~.. V W ~x ~ W ~ y ~. /' / ~ '1S N3dSH o ~atl N 0 ~ ~ ~ ~, ~ W' 0 v ~~-` ._ SCHOOL ~ ~ ~ t °JNIX ` ... ~y ~ 100HOS ,: ~ ~ 4 : ~~vMSSOao NIH11M a.~. ~ ~ ~ ~i--+ ~ _. ~~ } ~ 0 1 pp Q~ F; ~l. r ~ O1 3 A 1, U~ ~- Q -1 3 V1S IOOHOS C -i-+ ~ ~ p (~ = Z O W C~ W = U O W / /~ V J PHEb ~. ~ XING W H . - ~ ~ 0 0 I~ ' 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. "fhe 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 Descripfron 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 S. Dublin Ranch Drive. /Woodshire 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 RI -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 schoolactivity (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 Rauch 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 l94 (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 ~ i ~~ ..,r°' ~'..., ,~,_ 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 siglrt 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. I~owever, if occupied, sight distances on Woodshire Lane could be limited to approximately 75 feet fromthe 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 for the five year period from 2003 through 2007 at the intersection. 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).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." 1State of California, Department. of Transportation, California Manual on Uniform Traffic Control Devices for Streets and Hichways, 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 R1.337RPT001 Field counts identified pedestrian volumes across S. Dublin Ranch Drive of 10-21 children 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 pcdestrian 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 CGum~d Study Page 42 City of Dublin, CA R1337RPT001 fi ~. ,, 1 adult ~ 2 Pedestrians 2 Total xing gua~es t ~ N o c 25 Vehicles ~ crosswalk o ~ '~ N N 9 adults (1S) ~ Y m* dolS S. Dublin Ranch Dc t/I ~ U ~ 1 teen a 3 N~ 9 S Z 1 °- > 9 children ~ N o ~ 0 eds. p 95 --- ~ 141 ~ o o N 19 Total m ~ o; r m =, ~~ x (sidewalk) Pedestrian Volumes Vehicle Volumes Vo lumes In Crosswalk A M PEAK HOUR (8:00-9:00 am) 3 adults 1 teen 3 children 1 child bike 5 8 Pedestrians 8 Total ~' 24 Vehicles xing guard present ~ ~ 4 adults ~----- crosswalk oo c0 0 o ~ ~ ~ N N ~ 3 teens ~ x * ' ~ 17 children a ~ ~ ~ dols S. Dublin Ranch Dr. n. j 3 teen bikes -s "' N o 0 peds. ~ ~ 4 child bikes ~ o 109 -+ ~ 68 ' 31 Total ~ _ ~ C `~',' X (sidewalk) P edestrian Volumes Vehicle Volumes Volu mes In Crosswalk AFTERNOON PEAK HOUR (2:45-3:45 pm) 4 adults 2 teens 3 children 10 P d t i 1 child bike 5 e es r ans 10 Total. ~ 49 Vehicles xing guard present ~ op D ~ ~ 13 adults cross swalk ~ r 4 teens 26 children ~ * N Y ~ ; ~ , dO1S S. Dublin Ranch Dr. ~ m o_ a, > 3 teen bikes m 3 -~ N ~ I 0 peds 18~ t 2 0 ~ ~ ~ 4 child bikes . 3 0 ~ i 204-- ~- 209 50 Total m _ ~ _,~ . X (sidewalk) Pedestrian Volumes .Vehicle Volumes Volumes I n Crosswalk COMBINED TOTALS Observed Volumes at S. Dublin Ranch Dr. / Woodshi re Ln . Intersection '~ N Counts: 10/1/08 orth o~~o~means figure 7.2 r •: t., r'' w ~ ~ •Z M ~ ~ p ~ L ~ ~ O ~ mole I00H~5 Y ~ ~ `JNIX ~~ U N L ~ ~`` W -1--~ ~ ^^ ,, W O SFM T z 25 ¢ =. ~ 25 O J Z U ^^,, i ro ~ N O O ~ » 'Nl 3TJIHSOOOM _ a ~ O ~ ~~/~_~~ O VJ J LL J /~ N O ~ Y. ~~ }~ nn`` W O •~ DNIX ~' i ~ Q .~ 100HOS :;' XIVMSS02J0 ~ liM NIH SCHOOL RING (~ ~ YY • . Ol O131A Mb'l 31V1S 100HOS ~ ' ^ vJ P„Fa0 %W(1 ~{, /Il• _~H SPEED s LIMIT 25 N _ ^ + W II 0 00 ~S ~:~ ~ u. ~ ~ S F SCHOOL PEDESTRIAN OPERATIONS/SAFETY STUDY FOR THE INTERSECTION OF 81 .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 12b 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 fo 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 afternoonpeak hour. Pedestrian /Crossing Guard Study Page 46 Ciry of Dublin, CA R1337RPT001 1 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 for the five year period from 2003 through 2007 at the intersection. 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).I 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 (and a maximum of 12 children) 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. 1State 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 47 City of Dublin. CA R1337RPT001 ~~ ~ ~~, ~ q'"i 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 circmnstances require special marking for the protection and safety of persons attending the school." (CaMLTTCD, 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 /Crossing Guard Study Page 48 City of Dublin, CA R1337RPT001 ~- ,= . - x 't ~ _ ~ ~ „"` k~i ~f ~'`i'} ~3~ ~r a.. ~; J ,,., ,a: ~a.X~' _ `~: °'~ _.b, 3_ __.-it ~~~ ~ J iv. ~ r .. €, ~ i1 e ~ - :}--a~~; >: ~, ~; ~ ;~- } ~ r,« s~.. F ~, .:T } ~~ y + :( ..1_s :hu ~~'. ' . . ,~ ~~ 6 adults 3 children 9 Total . no crosswalk ~ ~ '~ 14 adults 6 adults ~ N ~ 10 children 3 children o ~ 1 adult bike i 9 Total • `, no crosswalk 25-Total 11 adults 12 children 23 Total Pedest rian Volumes 3 adults 2 children 5 Total no crosswalk Y 1 adult 1 3 3 9 adults 2 children ; o 0 7 children 3 Total ; o ~ 16 Total • ~ no crosswalk 3 adults 2 children 5 Total ~o :~ ~ ~ C ~c~co z~ N N Oak Bluff Ln. 2~~+1-,~ 11 m dOlS a 1 1 -- ~ o t-- 1 ~ 'I ?P r- i 21 M N M 9 Pedestrians c? c 106 Vehicles `~ ro~ N _ .ro ~ ~'~-~ iq l N U : ~ N U a,; ~; l a~, ~ a~ ~ ~ ~ a~ ~i rn n_ > I ~~ ' r N ti Op 23 Pedestrians 126 Vehicles Volumes In Crosswalk --- --------------------- 5 (Pedestrians 88 Vehicles ;.`; ~ 'b ~ a~ I fAl i ~~ ' N U (n ~ U I O; ~; :~ . ~, L ~ dl ; ~ d f --rr m. rn ~ r ~t rn 5 Pedestrlans .107 Vehicles Pedestrian Volumes Vehicle Volumes AFTERNOON PEAK HOUR (2:15-3:15 pm) 9 adults 5 children 14 Total no crosswalk 7 adults ~ 3 23 adults 5 children ~ y y 17 children 12 Total ; ~ ~ 1 adult bike ~ ~ no crosswalk 41 Total 14 adults 14 children 28 TotaP ~o ~~ o~ z~ N ~ ~ Oak Bluff Ln. ~ ~ 2 4'• d0 ~-- 3 10~' P i46 ~? r' ~ ~ ~ COMBINED TOTALS Volumes In Crosswalk 14 Pedestrians ~; 194 Vehicles ~ ~, •`, ~ ~ .~ m U i a~'i ~ a~i r ~? t ~ ~ a~ > ;al > li ate-; - t N; m N ~ ~ co r' ~; 8 Pedestrians 233 Vehicles Observed Volumes at Oak Bluff Lane I N. Dublin Ranch Drive Intersection North Counts: 10/25/08 or~r~o~means figure 8.2 ~o ~~ o~ m ~~.d. z~' ~ N Oak BluffLn. 3•~d+s~•11 2 9 ~ ~ ~P t' ~ 25 N N N Vehicle Volumes- AM PEAK HOUR (8:00-9:00 am) . ~~~ ,y w J V rr • F-+ MMM W ` ~ O Z ~ ~ _ 0 ~ W ~ _ '' +~ ^ ~ Z LL ~ J ~L Y ~~ p U~ C ~ C dOlS ~ a1aaW + •~ r '. ,0 ~ 1 ~ ~ '"- t puBLIN Rp,NCH DR. 4 STOP A:. ~ ~ Q -~--~ N , N ;?~: cw; ae 3 m ~° c~ J z - ~ ~~ ys ~.-a a adQ ~~g am (6+ .~ ^ Q L 0 ~ id a /~ W c ii ' p ~ a -- 0 0 ' ~ 1, ~ ., ~ . ~~ r SCHOOL PEDESTRIAN OPERATIONS/SAFETY STUDY FOR THE INTERSECTION OF 9.I 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 Cuard Study Page 52 City of Dublin, CA R1337RPT001 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 85`h-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 ari 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 for the five year period from 2003 through 2007 at the intersection. 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." IState 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 Califomia. 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 53 Ciry of Dublin, CA R1337RPT001 4 z With an elementary-age pedestrian volume of 24 in the morning and 18 in the afternoon, the pedestrian volumes do not meet the guidelines for crossing guards.. 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 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, as well as " 25 mph Speed Limit" signs in both directions. • Additionally, an in-street Type Rl-6 "Yield to Pedestrians in Crosswalk" sign could be installed in the Oak Bluff Lane crosswalk. Pedestrian /Crossing Guard Study t'age J4 City of Dublin, CA RI337RPT001 ~ 5 . { • 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 .Bluff Lane could be red-curbed for approximately 75 feet to the west and 20 feet to the east. Westbound Oak Bluff 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 Cuard Study Page 55 City of Dublin, CA R1337RPT001 ~ ~,, r ~~ s': ~T `# ~~~ ~~ "A v k# 3 ~- ~~ _ c ~_ ~. j~ r .1 ~~ ,~~ s': ~ - ~~ '~ ~} -y~. ~~~' ~ .yam =.~ Y.. ~ ~}/ -~S. ~Y:~: F~F ~'1., ~i,~ + Z { W ~~ J te r Z -r ~. ~ . . ~:L." , ~L ~~ ~ Yry s~»{I z ~-- ~- ~ ~+ ~Y ~_ `` . i raa ------ ewfields Lane Intersection '* Oak Bluff Lane / N Nanh oc~~o~means figure 9.1 ~.-~ . 8 adults S 14 Pedestnans_ 6 children 14 Total y ~ 55 Vehicles ~ no crosswa~ Y r ~ z Oak Bluff Ln. - y U 3 27 adult ,~ g 12 ~ ~ols n. > 0 24 children 37 -- ~- 22 ~ ~ 51 Total Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AM PEAK HOUR (8:00-9:00 am) 3 adults 5 2 children N _5 Pedestnans 5 Total ~ 58 Vehicles ~ no crosswalk r, ~ z N 18 adults ~ ~ Oak Bluff Ln. ~ ~ 3 17 children 16 ~ dols ,~ 11 i > y 1 child bike 45 -- ~- 19 t rn 36 Total m ~, Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:15-3:15 pm) 11 adults 5 _ 8 children ~ _. 19 Pedestrians 19 Total ~ 113 Vehicles ~ ~-------~ no crosswalk 3 o co u, M M z u, ~ ~ '~ f1 I~ Oak Bluff Ln. ~ ~ ' Y 3 45 adults 41 children dOlS 28 ~ ~- 19 a 0 1 child bike 82 ~ • 41 ~ ~ r` ° 87 Total °0 Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS Observed Volumes at Oak Bluff Lane / Newfields Lane Intersection '~' N ~ Counts:l0/25/08 Of ' o~r~o~means figure 9.2 *,~~ ~.~ - - L ~ J ^ - V ~ A+ ~ L .~ ~. z '1D ~/OliN9f1S Z 777CC~77~~~ O L _~ A ~ O _ ~ N ~' ~J_ ~ _ ~ ~_3_Tr ~ f ktt ~ J ~ U) @ W ^ _ SZ r; ~_ llWll '~ ~rt.~r p W -~033dS T. ~. ~- 4- ~ ~b O fn _ t /~ S/- i_. \ Y . 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O Z' O LL '~ ~ '' l0 .. ~ r ~ V a a X O O ~ /1~ ~ t W i R= N'IVMSSO?J~ C G1~% n' NIH1Vv~ ~ C ~ W ~ ~ G ~ '" .: ~ /}f ~ Qi a y fA d ~ c~~~v~ak- ~ a~ ~ ~ vx :~ cam o; of «„ 8 0 a. ~ ~z d- ' ~ N- 0 + O131A t r..W - ~ w d ~ MM O ~ Cn ' ~ O. d 31V1S U Q Z N= N 't dF- N IWH~S d _ ~ plX CQ W a` o m f ~~ 1 L 7 ~~ 0 ~..' y , i W ~ ~ O ~ LL ~~ C U V~ oro a Y 3:, a a _ `o f~ s lI~ oo3ci3 ~ ~ ' X W ; tr, a 3 N ~' ~ . . r ~ '~Y~ 25 ~ u ~ d. °; C (A ~ ~N ~ ~ dOlS - - rn C 210 HONVl1NIl9fld'N ~ O ,__.. ~i O ~,'o A' Y/ ' ~ STOP O(O~ O ~~~<~ SCHOOL PEDESTRIAN OPERATIONS/SAFETY STUDY FOR THE INTERSECTION OF 10.1 ANYONE 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 Fai~eld 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. Pedestrian /Crossing Guard Study Page 59 City of Dublin, CA R1337RPT001 ~,. 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 85t1i-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 for the five year period from 2003 through 2007 at the intersection. 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 (CaMLJTCD).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 elementary-age pedestrian volumes (32-36 during peak hours) almost meet the CaMUTCD recommendation. of 40 or more. Vehicle volumes at the intersection intensify during the peak 20-30 minutes of each peak hour and-also almost meet the 350 vehicle volume threshold. 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 Highwaxs; 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-l. Pedestrian /Crossing Guard Studv Page 60 City of Dublin, CA R1337RPT001 • 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 ofthe-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-l per CaMUTCD) where the existing pavement markings are located. Pedestrian /Crossing Guard Study Page 61 City of Dublin, CA R1337RPT001 rY A I .'~.*l. x ~e.~ ^~ ~ ~ . ~ex ~~ 4~ •~ ~ = ~* ~ >« „~ ~. ~ :.; ,` >P t: ~= w `~ ' ' ~a ~~ u Y". ~ ` ~~ ~~ ~ ~ it ~ t ~ ~ ' r µ~P r~• F { , `r_ ~~~ _ { ' ~{ ., '~ 1: a, , rr' ~n.r~hk yeti ~ _.- Y~ i~ r II Antone Way / Grafton Street Intersection '~ North o~r~o~means figure 10.1 ~~ _ F. i s ~{ ~ ~.. i, (sidewalk) ~ 5 adults c ~. ,~ ~ ~ 09 -- ~-- 124 •~ ~ ~ ~ ~ 2 teens.. a 3 y ~ 63 ~ ~ 106 ~ 36 children a ~ o I 0 peds. N ~ sTOP Antone Wy. a~ a > 63 Total O7 ~ g ; ~ ~ ~ ~ m rn X crosswalk v~ ~ .-- ~ ~ 1 Pedestrian zing guard present '~ 1 adult ~ 261 Vehicles 1 Total Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AM PEAK HOUR (8:00-9:00' am) (sidewalk) ,~ Y * 43 -- f- 62 a ~, 15 adults ~ a m 3 I 19 ~ ~ 37 13 teens 31 children -a ~ yi N o I 0 eds. p ~ sTOP Antone Wy. ~ ~ 1 child bike ~ o I ~ ; ~ ~ ~ ~ > ~ 60 Total x crosswalk ~ ~ M ~ m r' ~ zing guard present ~ 6 Pedestrians 2 adults (15) 2 teens 125 Vehicles 2 children 6 Total Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk AFTERNOON PEAK HOUR (2:15-3:15 pm) (sidewalk) * 186 ~ 40 adults ~ g 152 --- f- ~a ~ 15 teens a 3 y ; 82 ~. ~ 143 67 children ~ H o ~ 0 peds. . stop Antone Wy. ~ L a~ > 1 child bike ~ ~ o I ~ f ~ a o o 123 Total •x `~ crosswalk ~ ch o N v zing guard present r ~ ~ 7 Pedestrians 3 adults 386 Vehicles 2 teens 2 children 7 Total Pedestrian Volumes Vehicle Volumes Volumes In Crosswalk COMBINED TOTALS Observed Volumes at Antone Wy. I_Grafton St. Intersection N Counts: 10/7/08 °rth or~~o~means fi ure 10.2 Z • O ~ r ~ ~ ~ L O Z=z m z a~ )( Q v - ~= c>•~~a~ ~aog?D `~ ~_ ,~,~ o c NO LOS :«. oQZ f-x~ ~'~ ~ ~ ~y: ~. O u cy =tA to ~` _ A c .`m . ~ O . o Q " ~w ' ... ... ~ ;'{ h~ 3v 3 _ ~' L ~ M 47r - V / ~r O L- ~ cc G 0 .N ~..~ ~ ~ w ~m ~ v N~~p ~ Z ~ ^\ W ~ OQ r: J Z Q .~1 ryl ° L' y c cJ a - O ~ `~. m O V '^ VJ ~ O E ~ ~Vl' OW 2C~7K Z F o- = z ~ ~ _ ~ UNIX 100HOS S ~ ~ ~ .. ~ r F . (V ,.~. L I11 V ~ ' ' w J w SCHOOL XING .` ~'`~' (~ ', ~{ i O'~ " ~ O (7 ,-. w _ Z m= m XpQ Q;~- Z llWil Z wEno -~~+~ ~ ' . v - c= C T s. c0 c. ~ a o ~ o o 'a y J v J C.1 Q ~ ~ ~ . = 033dS x~wc T• r` ^. ~ e ~ ~ ~ NO~O ~ = (n ~t ~. ~! " .Q O Q f- 2 ~ V W scwoo~ m -C N C N V O sLOw € L y ~ pw p O. SPEED ~ Q, r 25 ~ LIMIT 25 ~ `•' r ~ N ~ p L 00 APPENDIX LOS DEFINIITONS LOS CALCULATION WORKSHEETS Pedestrian /Crossing Guard Sludy Page 65 City of Dublin, CA R1337RPT001 { t„, a l ~ ~J ~ ~_ ~ ,~ ,n v, VI \%I VI ~~~ o i' :_ 'O 'D .~ ~ ~ p vi n n 1 n r; I O C Z A O ~ a o V! c ~ '/I cn VI n vl po z r 'v -n ~o ~ ,,., .a7 ~ z O ~ n A .. ~ n a f ~ ~ O v ~ ~ : O > ,n ~ : ,~ > ~ vi ~ u ry, m 'n cc v d c,. ~ .Q y O. ." U p ' .n y p '~ L ^, O 00 Z C p ~ m ~ ~ m ( cJ O v] V I b I o ~ ~i r m oo ,~ °` , n n o ;~ n o n. ~ z ' b y ° U w ~ ~', v, N ~ 'b C ~ O ~' il T y N O U '"" G' L ~ y ~ O x ~ L: ~ ~ ~ ' ' ~' CL ~ W q _ ~ O v a~ . R O R fl J ti ~ ~ V >r' y O L j. ~ ~ . O i L~ ~ D~ .D ~ 4 ~ O ~. b O~ a ~ o a. ,> caw ~ O o s. ~, ~ .,, ~ O ~ v ' d ~ rub O ~ ° > ~ 7n^ >~° ° ~ .II ~ ~'~a a ~ ~~ ~ ~ E.y ~~ V O O N U ~ F w y O~~ ~L ro U _ >, ~ r, bv ~ 4. O av ~- ~ O N y ..C is ~ w ~,-o ~ ,.. ~' ca ~ I~ oA y ~ ~ .~ ~1 ~ 0 ~ b ~ J ~ ~ 0 i N O 'Z"' > .C .b ~ p ~ L y v 0. N T V] ~ O ~ ~ N. O ~.4+ ~ . .. C G O.rti N~ G~.~ ~~ N ~ W S ^J C Y ~ ~~ bll bA . G O ^ ~ .. ~ y ,.. ~ ~ v1 N v ~ v i7' ~ C O C E--~ O ° ~ ..O ' ~_l +1 ~+ V Li. ~ OD N Ci t(~ N F~ T .~J U.. ~ ~ ~. U ~ .-C y CN ~_ y .d Q J C, J 7 b1~:~ O (a L . ~ ~ 7a(f Ci ~ ! o n. o c~ o ~ o ~ ~ o ni °o ~`~ L -., - ' ... ° ~, ~ O ~~ 0 .a ~p r. ~ : ~ ~ ~ a . o a~ id O G ti .; o Sri ~ ~ 0 3 0 ~ - L O ~ ~ W ~ C. '-' v, c c .~ ~. a -' ~ O o ~ ~ ~,'•=~ p ^ _j G=. m ti o ~ ~ ~ 7 ~ O O w > .-~ -' J ~ O ca ~ ~ , j ~ c~ C~' p ~ ~ t'-' ~ O c0 a N ~ F. ry ~ ta. ~ S O U p- ~ r O. O , B O O N ~. .~ > U . 4 ~~ m _ ~ ~ G cd ~ O~ . B U R ~, '. y U y U~~ ~ O.~ _ C i . pp o a>'. w U~ i Q '.. p O L T V~ W U .C .. cp..~, pp O y .b fv 7i., `~ afi i 7 'OD ~ ~ O y T ~ O. c~ >~ ~ ~= is ~. G O~~ ~~ M r O.' - 4J C W -.~ 0. U 'D C >. V U 7 '.`~ ~ C7 > c>C ~ v '~ E-' ra 7 ~ A. J L7 "" ~w C7 b O ~ U o 3 au o o [ 3 a ~ o c ,c w =~, ° o ~,' ~ :~ o a a -v ~ cn s d ~ w° w ~ O U ~ z ¢ m ~ ~ a w L-.] W a~ tl ~_ ~. ~~ 5 i i~ 0 a tl x v .v j U ^y b O ~ N CHAPTER 17 -AWSC - UNS{GNALIZED INTERSECTIONS WORKSHEET Analysis Summary I General Information Site Information 'r- ----- _ _ - _ __-__ - - _ . Analyst Omni-Means Jurisdiction/Date Dublin 11/2/2008 Agency or Company Omni-Means EB-WB Street Shannon Ave. Analysis PeriodlYear AM Wkday Ex. 1008 NB-SB Sueet Vomac Rd. .Comment AM School-Day Existing Conditions Input Data ' EB WB NB SB I Lane 1 Lane 2 .Lane 1~ Lane 2 Lane 1 ~ Lane 2 Lane 1 Lane 2 Lane code (Lane 1 is curb lane) LR ~ i ! LT I TR Left-turn 18 59 Volume (veh(h) Through ~ ~ 31 90 , Right-tum 148 ~ 59 Peak-hour factor 0.90 0.90 ' 0.90 ~ , Heavy vehicles ~ 3 ~ ~ 3 i 3 ' Outputs EB WB NB SB I i ' Lane 1 ' Lane 2 ..__....._. ,......-------._._....---- ---- .. _ ._....,...---.__ ._ Lane 1 ~ Lane 2 ~ Lane 1 Lane 2 ...._....,_.._._.__ ___ ..,.. Lane 1 __.... _... Lane 2 ......... _i Total lane flow rate (uehlh) 184 i _. .r --- --- -- ~ ~ 100 ~ - - --- -- 166 ~ Departure headway, hd (s) ~ I 4.04 4.67 4.24 I Field data? i Degree of utilization, x 10.207 ; 0.130 0.195 i I Move-up time, m (s) i 2.00 ~ 2.00 2.00 ,; Field data? I ~ i i ~ - Service time, 4 (s) 2.04 ~ ........ _._____.._. ._ _._ _... .....___ ._... ..... ..1 ..... ... ... .. ( 2.67 ~ ........ ._...... __ _. ... ........ ._......._ ....._.__._. 2.24 ._........_._. _......... _.._ ' Capacity (vehlh) 844 ~ i 738 ~ 815 I .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 Level of service, approach i A ~ A A Delay (s), intersection 8.2 I Level of service, intersection A HiCAP TM2.0.0.0 DublinSohoolXingStudy08 - shannorivomacXA Catalina Engineering, Inc. 1 of 1 CHAPTER 17 -AWSC - UNSIGNALIZEDiNTERSECTIONS WORKSHEET Analysis Summary __ - -- _. j Genera/ lnformafion Site Information - .Analyst Y 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 Existing Conditions Input Data. ~~ G j EB WB NB SB --- j Lane 1 ( Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 Lane code (Lane 1 is curb lane) --- --LR i~ ~ L7 TR j L ' ' eft-turn 18 40 Volume (veh/h) Throu h g j 25 ' 53 Right-tum 102 . ' 33 Peak-hour factor ! 0.90 ~ 0.90 i 0.90 Heavy vehicles __ __ _ _ 3- 1 __ _---- 3 I, ___ . _.._ _ ___ 3 ~ _ Outpafs ! EB WB NB SB Lane 1 ~ lane 2 Lane 1 , Lane 2 Lane 1 Lane 2 ~ Lane 1 Lane 2 ~ --_ - .._ ......_....- --- - - ---._.____ .__ ..._ ._. _a .._.... --- - . _........_, _... ...... _...-- - -~ -- -- ----- . ~.._ _ ..._. _---... - Total lane flow rate (vehlh} ( 133 ' ~ 72 ~ - -- ----- 96 - i --- ~Departure headway, hd (s) ; ~ -- 3.84 -r--__- ! ... --- ~ ~ 4.45 4.08 , j Field data? ~~_ Degree of utilization, x ~ 0.142 ' 0.089 0.108 -_ - Move-up time, m (s) 2:00 ~ ~ ~ 2.00 2.00 Field data? Service time, is (s) ~ G 1.84 ; 2.45 2.08 i .._.... ..._-- -- -...... _~ Capacity (veh/h) _ . . 901 I ~ 783 853 ! Delay (s) (Equation 17-55) 7.5 ~ 7.9 7.6 ~I Level of service (Exhibit 17-22) A j A A Delay (s), approach ! 7.5 7.9 7.6 j j Level of service, approach I A A A Delay (s), intersection 7.6 Level of service, intersection A HiCAP T"'2.0.0.0 DublinSchoolXingStudy08 - shannonvomacXAft Catalina Engineering, Inc. 1 of 1 ~ CHAPTER 16 -OPERATIONAL ANALYSIS -SUMMARY WORKSHEET General Information Site Information I Analyst Omrn-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/S8 Street San Ramon Rd. Comment AM Schoolday Existing Conditions Intersection Data Area tune Others Analysis oeriod 0.25 h Sianat tune Actuated . % Back of queue 95 ---------..-_._._.._...~ ------- .~ EB __...-~.~ ----.....- WB ---- - -_------ ~ NB ------ --T_... ---- SB _- LT TH RT ~ LT TH RT LT TH RT LT ~ TH RT ' Volume (vehlh) 52 61 34 ~ 65 23 30 35 1324 85 20 --- 474 43 __.._._. --- PeORhour actor h/h) 0.92 0.92 0 - - 0.92 1, 0.92 j 0.92 0 _ 0 92 0.92 , 0.92 0 -0.92 0.92 ' 0.92 ~ -- 0----! 0.92 j i Heavy vehicles (%) 2 2 2 1 2 j 2 2 1 2 2 2 2 , 2 2 j Start-up lost time, h (s) 2.0 2.0 2.0 2.0 ~ 2.0 ~ 2.0 ; 2.0 'i 2.0 2.0 2.0 12.0 2.0 Extension of effective green_ a js) Arrival type, AT' ~ 2.0^ 2.0 _ 3 ~ 2.0 12.0 ~ ; 2A_ 3 ; 2.0 ~ 2.0^ 2.0 ! 3 L 3 2.0 3 2.0 3 12.0 3 2.0 3 I, Approach pedestrian volume (p/hj 50 ! 50 - 50 50 .Approach bicycle volume (bic/h) __ 0 0 j 0 0 ~ LefVright parking (Y or N) N / N N 1 N ; N f N N / N Signal Phasing P/an L LT T: TH R: RT P: Peds _ Phase 1 ` Phase 2 Phase 3 Phase 4 j _ ~ ~ I ! ~ ' i ! j i r I ~ ! G __._.. .... .._..._ .. ~ ._-_.-. _i- -._._.... .«--__-.___ _. Green (s) I 0 0 ~---~=3---------18.7..._-. ._ 13,6 '- Yellow + All red (s) i 5.0 _ 5.0 I 5.0 5 0 Cycle (s} 52.3 Lost time per cycle (s) 15 0 . Phase 5 _: ,~ Phase 6 i i ? ~ ( I . .....----...__ -_ ---- ! Critical v/c Rauo Phase 7 Phase 8 I ~ i ~ .. _. ... .. _~... . ._... - - --1- - ---...---- --t .. _._. ~.--.- _.__i 0 385 ~ Intersection Performance ~~ ( ' EB ~ WB NB __ SB j Lane group configuration ; LTR ! LTR L T R L T R No. of lanes ' 1 ! 1' ~ 1 2 1 1 2 1 i Flow rate (veh/h) 160 i 128 38 352 92 22 515 47 Capacity (veh/h) 385 ' 349 91 ; 1451 604 0 1268 522 i Adjusted saturation flaw (veh/h) 1480 ~ 1342 ;1770 3547 1475 1770 3547 1461 ' v/c raho g/C ratio ~ ~ _......_ __ _.-..-...._-.. _ w Average back of queue (veh} _.... 0.415 0.260 ----- .. 2.1 _..._ i - ..... 0.367 0.260 1.7 ~ 0 416 0 243 ~ 0 052 0.409 l _. i 0.6 1.9 0:153 0.409 _.. --- 0.9 0 000 0.000 ----- 0.406 0 358 - _._.. 3.2 0.089 0.358 ._. _.. 0.5 ' Initial queue in next period. (veh) ~ ~ 5.4 j -_ Uniform delay (s) _-___ ; ! Incremental delay {s} _ _ ' Initial ueue delay (s)_ - '- Delay (s) _ -__ _ 16,1 _0.3 _ 0.0 16.4 j ~ ----r---- I 15:8 ~ 0.0 ~ 0.0 ~ --' 15.8 _ ~ - _ _ 24 0 10 1 ; 1 3 ~ 0.0 _~_._.__ 0.0 0.0 -- ~I--!--- 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 t1.1 L05 ___+ - __- B - _~__ - B_ ~ C! B - ~ A _ C B B Approach delay (s)/LOS ~ ~ 16.4 / B 15.8 / B r 11.3 / B 13.1 / $ 1 ~Intersectiorrdelay (s)/ LOS 13,1 / B I HiCAPT""L.0.1.1 DublinSchoolXingStudy08 - shannonsanramonXA <?'Catalina Engineering, Inc. 1 of 1 g I CHAPTER 16 -OPERATIONAL ANALYSIS • SUMMARY WORKSHEET ~ General Information Srte Information I Analyst Omni-Means Jurisdiction/Date Dublin 11/2/200E Agency or Company Omni-Means EB/WB Street Shannon Ave. Analysis Period/Year Aft. Wkday Ex. 10-OS NB/SB Street San Ramon Rd. Comment Afternoon Schoolday Existing Conditions (2:30-3:30 Intersection Data Area tvpe _ _Others Analvsis period __ 0.25 h Signal type Actuated °~ Back of queue 95 __--.__~..-._.-.-.__-_.-_-_.._.,..---_.... I -_.-- --~ EB __~-.-..T._.. I WB NB -- - SB --- LT TH RT ~ LT ~ TH j RT j LT ~, TH RT LT TH RT n 40 30 3 ~ 43 17 I 3 ~ 37 479 67 23 )T 386 31. ~ u RTOR v lume h/h 0 0 e Peak-hour (actor -- -- - 0.92 0.92 0.92 ;.0.92 ~ 0.92 0.92 j 0.92 - 0.92 0.92 0.92 ; 0.92 0.92 ~ -Heavy vehicles (%) 2 2 ~ 2~ 2 2 2 2 ~ 2 2 2 2 2 Start-up lost time, h (s) 2.0 2.0 __ ~ 2.0 ' 2.0 ~ 2.0 ; 2.0 2.0 ~ 2.0 2.0 2.0 12.0 2.0 Extension of effective green, e (s) ~_ .. _ -_ - --... -- ----~ 2.0 ------ - - 2.0 - - 2.0 ! 2.0 12.0 ' - -- - - 2.0 - 2.0 2.0 -- .. 2.0 - - 2.0 -- .2.0 _ ~ 2.0 -1 _Arnval type, AT _ _ __ _ 3 __ _ ~ 3 ~ - f 3 3 3 _ __3 3_ 3 i Approach pedestrian volume (plh) 50 ~ 50 - 50_ 50 Approach bicycle volume (bic/h) 0 0 T 0 0 I j LeNright parking (Y or N) N / N I N / N _ I N I N N ( N ~ Signal Phasing Plan _ - __ _ ,__ L LT T: TH R: RT P: Peds -- - 1 Phase 1 Phase 2 Phase 3 Phase 4 j , ~ Phase 5 _ Phase 6 , ' Phase 7 ~ Phase 8 I j ~ j Green (s) V; 2.1 ~ i _ 0.2 I I I 16.3 11.4 I --.. ~ L. Yellow+Al I r ed (s) j 5 0 : ~ __ 5 0 5 0 ; 5.0 j _ _ _ _ __ Cycle (s) 50.0 _ Lost time per cycle {s) 15.0 _._... Critical v/c Ratio 0.339 Intersection Performance ~ EB ' WB NB SB Lane group configuration LTR LTR ~ L T R L T R N o. of lanes 1 ! 1 I _ I 1__i 2 _ 1 _ 1 2 _1 _ __ F}ow rate (veh/h) .____ 112 ___._ 79 i ~40 521 73 25 420 34 f Capacity (veh/h) ~ 334 , 309 25g ~ 1525 636. 74 1156 473 Adjusted saturation flow (veh/h) ' __ T 1463 ~ 1355 j .1770 3547 1480 1770 3547 1451 i vlc ratio 0.336 0.257 ! :0.156 ' 0.341 0.114 0.336 0.363 0.071 g/C rauo 0.228 0 228) ; 0 146 0.430 0.430 0 042 0 326 0 326 Average. back of queue {veh) I 1.4 i 1.0 i 0 5 2.8 0.7 0.4 2.5 0.3 Initial queue in next period (veh) ~ , _ Uniform dela s i 16 1 15 8 -j __18.7 I _9 5 8.5 23.3 12 9 11.6 Incremental delay (s)~' __ 0.0 W __ i__W _ 0.0 ~ 0.0 OA 0.0 0.0 0.0 0.0 Initial ueue dela (s --~---y ~ ---- i 0.0 I --- I----- 0.0 ' ' - - 10.0 ' 0.0 ~.- 0.0 0.0 - 0.0 - 0.0 - Delay (s) 16.1 j 15.8 ~ ~ 18.7 ' 9.5 8.5 23.3 12.9 11.6 ~ Approach delay (s)/LOS 16.1 / 15.8 / B B 10.0 / A 13.3 / B Intersection delay (s)/ LOS- ' 12.1 / B HiCAPT^^2.0.1.1 DublinSchoolXingStudy08 - shannonsanramonXAft ~~Catalina Engineering, Inc. 1 of 1 ,.. ~ f ~..~ t CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET I I Analysis.Summary . ~!r General Information Site Information I Analyst Omni-Means Jurisdiction/Date Dublin 11/2/2008 Agency or Company Omni-Means Major Street Davona Dr. ~ Analysis Period/Year AM Wkday Ex. 1008 Minor Street Bonniewood Ln. Comment AM Schoolday Existing Conditions i Input Data I j Lane Configuration _ EB ~ WB NB SB ; Lane 1 (curb) i TR LT _..._ ......_._. _ ..._ _.._.._ LR I ' Lane 2 I I ----j--- -----._.._-.____.~ i ....~, Lane 3 Lane d ' Lane 5 ~ _ _ -- _ __ EB WB NB SB _ Movement 1 (LT) 2 (fH) 3 (R77 4 (LT) 5 (TH) ~ 6 (RT) 7 (LT) 8 (TH) ' 9 (RT) I10 (LT) 11 (TH) i 12 (RT) Volume (veh/h) i 81 i 3 ' 24 166 10 i ~ 20 PHF __ ~I 0:90. ~ 0.9D 0.90 ~~ 0.90 _t~ ~~ 0.90 10.90 ~_, --~ Percent of heavy vehicles, HU 3 3 3 3 j 3 i 3 flow rate 90 ! 3 ': 27 ~ 184 i 11 :. 22 , ~ flare storage (# of vehs) _ ~ ~ ~ _ _ _... Median storage (# of vehs) i I Signal upstream of Movement 2 Length of study period (h) 0.25 li Output Data -- - __ ___ I Lane Movement' Flow Rate Capacit ~ _ __ ; (vehlh) (vehlh ~ 1 LR I 33 830 NB 2 f -r - - '3I i i ~ I 1~ SB 2 3 j - - -- - --- _ EB__.... ~ 1 I WB I ~4J I 27 1495 . __..._._..~._.._ _ _,_._._ _._...---.. l _....... NiCAP T"^2.0.0.1 ~Catatina Engineering, Inc. A I 0.018 0 ~ 75 _; _ ..._.... _ __ _.. _._ .i _ . __ DublinSchoolXingStudy08 - davonabonniewoodXA loft i } .! r ' CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary F Analyst Omni-Means Jurisdiction/Date Dublin 11/2/2008 I Agency ar Company Omni-Means Major Street Davona Dr. Analysis Period/Year Aft. Wkday Ex. 1008 Minor Street Bonniewood Ln. Comment Afternoon Schoolday Existing Conditions - - - _, I~t Data j Lane Configuration _..EB _...._....:...1_....._ -._ WB ......._ - ---NB ------ ;----....__._: SB. r--- --- - - - __ ._ _... - - _...., Lane 1 (curb) TR LT LR Lane Z ~ Lane 3 I Lane 4 Lane 5 __ - EB WB NB i SB Movement 1 (LT) 2 {TH) ~ 3 (RT) ! 4 (LT) i 5 (TH) 6 (RT) 7 (LT) 8 (TH) ~ 9 (RT)110 (LT) 11 {TH) 12 (RT) j Volume (veh/h) 119 ~ 6 12 i 122 '~ 5 12 ~ I ~ --- t PHF 0.90 ' 0.90 is 0.90 i 0.90 0.90 ~ 0.90 ~ _ Percent of heary vehicles, HV 3 3 3 3~ 3 I 3 ~- i Flow rate 132 7 13 ~ 136 6 13 ' _~ __ i ~ flare storage (# of vehs) T '~ ~ _ .._- _ _.. _ _ ~ .. __ _.._._ j Median storage (# of vehs) _ Signal upstream of Movement Z ft Movement 5 ft Length of study period (h) 0.25 Output Data ~~~~ Lane Movement'- (veh h)1e (veh/h) _ v/c 1-Que (ueh)ngih Contr(OS)Delay -- LOS - I De ayPand LOS ~ 1 LR 19 825 0.023 0 9.5 ~ A I 9 5 NB 2 ~ ~ ~ _ 3 I i i i ---- A 1 i SB 2 I i I I 13 .__._i_.._-_z.-__--_---~~.___..._..---.._.-__ ,._.__._ ._.._-.. ~ l._--.. __.-i ~ EB i~ -~----- __ i ~l; I ! WB (4~ 13 1438 0.009 ! 0 7.5 ~ A I i I -..-._ ._ _...____ ____.. .._..._ -...-. _...__ _.. ............ .. ._-- . ----. --..~.._ .9 Y HiCAPT"'2.0.0 1 DublinSchoolXin Stud 08 - davonabonniewoodXAft ~%Catalina Engineering, Inc. 1 of 1 CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary - General Information Site Information Analyst Omni-Means Jurisdiction/Date Dublin 11/2/2008 .Agency or Company Omni-Means Major Street Amador Valley Blvd. Analysis Period/Year AM Wkday Ex. 1008 Minor Street Burton St: Comment AM Schoolday Existing Conditions Input Data Mane Conhgurauon ' EB i WB NB - SB --- Lane 1 (curh) T TR LR i Lane 2 ' __-L..----- C-- -----_._.~__ ._ ---' i --- --- ; Lane 3 _ _.- - - -- _ --- tane 4 ,i ' ~ ~ - - Lane 5 ' - -- _ ~ - EB , WB NB { SB Movement ~ 1 (LT) 2 (TH) 3 (RT) i 4 (LT) ~ 5 (TH) ', 6 (RT) 7 (LT) 8 (TH) 9 (RT) 10 (LT) ~ 11 (TH) i 12 (RT) { Volume (veh/h) ~ 15 .196 i , 344 50 i 31 21 PHF 0 .90 j 0.90: ; 0.90:0.90 - 0.90 ' ~ 0.90 Percer ~- nt of heavy vehicles, HU _ 3 3 __ _ ~ 3 ~ 3 ~~ _ j ~ , 3 3 Flow rate 17 ; 218 i __ ~ 382 j 5 6 ~ j 34 23 - ' .Flare storage {# of vehs) i . ( L i ~ Median storage (# of vehs) _ _. '; _ - 0 _- Signal upstream of Movement 2 ft Movement 5 ft , i Length of study period (h) 0.25 ~. u ap+u ucv ~ Lane l Movement; Flow Rate (veh/h) Capacity v/c Queue Length Control Delay ~ LOS (veh) {veh/h) ~S) ~ Approach and LOS DefaY I _.. I ~ 1 ' -- - ._...... _ _ -- -._..__ __ . ;.-_ _ _ __ _ . _ I NB 2 i 3 i ~ ~ I 1 ~ LR ~ 57 i 487 ' 0.117 ~ 0 13.4 ; B i 13.4 SB 2 _ ~ ~ ~ ~ 3 ; g 1 E B--~ -_ ~~ 17 1117 0.015 , 0 8.3 ~; A ', _WB ~4J ~ ( : A 1 ...._.._... -.-_...-. -...._._. _ _-. .. .. .. ....._... . _ . _. ....-__ ... ....._... .--- .-._- _-.. _..--- ._ ___ HiCAP TM2,0.0.1 DublinSchoolXingStudy08 - amadorvalleyburtonXA ~%Catalina Engineering, Inc. 1 of 1 ', t + ~~~ r , CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECrTIONS WORKSHEET ! Analysis Summary General Information Site Information i Analyst Omni-Means Jurisdiction/Date Dublin 11/2/2008 Agency or Company Omni-Means Major Street Amador Valley Blvd. Analysis PeriodlYear Aft. Wkday Ex. 1008 Minor Street Burton St ~ Comment Afternoon Schoolday Existing Conditions _ '! Input Data Lane Configuration EB WB NB ~ SB , ,.. ...------_~ ----.- _... Lane 1 (curb) _.....---.. -_ __... I T .....__.-..---_ ..._.._....-_ TR - _ .._._.__...-._._..-...._..-f -_----. .._._....._... LR ~ Lane 2 ~.._---------.~. ~ L I _. .L. --------_-__- --------- _-------- - - - --- -- ---- Lane 3 i j Lane 4 ' i _~ -- - _ - Lane 5 _ - - _ _ EB WB SB . NB ~ I Movement ~ 1 (LT) 2 (TH} j 3 (RT) ~ 4 (LT) 5 (TH) ~ 6 (RT) 7 (LT) 8 (TH) i 9 (RT) j 10 (LT) 11 (TH) 12 (RT) Uolume (vehlh) j 17 j 272 j i 2gg 37 j 32 ~ 16 --~ - PHF _ I 0 90 ''. 0.90_ ; ; 0.90 0.90 0.90 0.90 ~ Percent of heavy vehicles, HV ~ 3 3 3 3 _ 3 I j 3 , Flow rate 19 302 -- ~ 331 ~ 41 - ,- ~ 36 ~ ~ 18 ~ Flare storage (# of vehs) - , T ~ ~ .Median storage (# of vehs) ~ -- - ~ - 0 ~ ', Signal upstream of Movement 2 ft Movement 5 ft Length of study penod (h) 0.25 i I .Output Dafa Lanel Movement' Flow Rate 1 ~.... (vehlh)_ ~' NB 2 i , ~ ; 3 r ~ ~ 1 ~ LR , 54 ~' SB 2 i 3 EB ~1 j ~ 19 WB ~ (4~ HiCAP T"'2.0.0.1 Catalina Engineering, Inc r v/c Queue Length Control Delay LOS Approach t--:- -_... _ _;.. .._weh) ..__- .-.:. (5~.------~ Delay and LOS - __ ; 1 i j . I i 467 ' 0.116 0 13.7 B 13.7 _- I ~ B 1181 0.016 ~ 0 j 8.1 ; A I ~ I _ _ i _........v.. -.-.- - . _ _ _- __ - --- --_._ ._ . ._ _ ....----- DublinSchoolXingStudy08 - amadorvalleyburtonXAft 1of1 - ~~' CHAPTER 17 - AWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary. Generaf7nformation Site Information ' __1 f.-..-.._._.-.-_ I~ Analyst Omni-Means JurisdictionlDate Dublin 11/2/20081 Agency or Company Omni-Means EB-WB Street Amador Valli Blvd. Analysis Period/Year AM Wkday Ex. 1008 NB-SB Street Penn Dr. i i Comment AM Schoolday Existing Conditions Input data EB WB NB SB Lane 1 Lane 2 Lane 1 j Lane Z Lane 1! Lane 2 Lane 1 Lane 2 Lane code (Lane 1 is curb lahe} TR ! _ T _ ~ L Lf2 , ---------- -- -----___ ._.. - Left-turn -...._.- ~ - ~ 106 ----__-- r __--- 95 ----_ -- _. _- ------- ', Volume Throu h (vehlh) g -. - 156 ~ - 299 ~ ' I Right-turn .-..--..- _._.__ _._... ---. I 71 y.-.-..-- ~ - --__...._ _.._.. .- -- ~ -~ --- 50 _ - - ----- - Peak-hour factor i 0.90 0.90 ; 0.90 0.90 I %Heavyvehicles ' 3 ~ 3 3 3 ', Dutputs EB WB NB I SB Lane 1 ~ Lane 2 Lane 1 ; Lane 2 Lane 1 ~ Lane2 Lane 1 Lane 2 _-.....- __......_-..._--_._ _-- -__.. .---.--..1.. ._..-i---... ----.--.-... __ __.. __. .....-;_.__ -- _.....__ ....___.-~__ ._ -.-._.~I Total lane flow rate (vehlh) ~ 252 i 332 ~ 118 ' - 161 - ------ ------- --~---- Departure headway, hd (s) T 4.37 I 5.20 5.70 4.90 field data? ; 1 ~ ~ I Degree of utilization, x 0.306 ~ 0.480 ; 0.186 0.219 Move-up time, m (s) '~ 2 00 2.30 r 2.30 ' 2.00 ~ Field data? ~ ` ' Serwce hme 4 (s) _ -- .... _-------- 2 37 ~ _ - _... __ ..---- -... 2.90 _- -- ~ 3 40 _.... -- 2.90 _.-..._ __. _._...._. __. , _..__ ....... Capacity (veh/h} i 1 821 I 692 ~ 657 ~ 742 I ' Delay (s) (Equation 17-55) 9.3 12.6 j 9.7 9.3 Level of service (Exhibit 17-22) ~ A i B~ ~ -A A -- Delay (s), approach i 9.3 11.8 9.3 Level of service, approach ~ A B A Delay (s), intersection I~ Level of service, intersection HiCAP T"^2.0.0.0 ~4~Catalina Engineering,lnc. -- 10.6 - ---- B DublinSchoolXingStudy08 - amadorvalleypennXA 1of1 P I CHAPTER 17 - AWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site fnformation r-- - - - - Analyst Qmni-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 - - __ i Input Dafa ~ ~ EB WB NB SB Lane 1 Lane 2 Lane 1; Lane 2 I Lane 1 ~ Lane 2 .Lane 1 Lane 2 Lane code (Lane 1 is curb lane) TR T L ~ LR ._.__._. .._.. .____ ..__.-..... .._. ~ ..--. __._._- _. __~...-___~___ ._-._.~___a _._ ......... ._..1 __~_ --_._ __-_ , _,.. _ . ___.._.__ Lett-turn I 99 90 Volume (vehlh) Through 244 ~ 245 ~ I Right-turn 60 I 61 Peak-hour factor ~ 0.90 0.90 ~ 0.90 , .0.90 %H%H aewyv ce ih lv ce ih les ~ 3 ~ 3 3 3 ~ __ __ ---- - ~ -- _.__ .. _1-- ----- . L_._ .___ _ ___. ' Outpufs EB WB NB SB Lane 1 Lane 2 Lane1 I Lane 2 Lane 1 ;~ Lane 2 Lane 1 Lane 2 ~ -Total lane flow rate (veh/h).____ ~ .338 272 ~ 110 , 168 ~ ~ .Departure headway, hd (s) ' I 4 49 5.31 5.81 5.02 Field data? ; ~ .Degree of utilization, x ~ 0.421 0.402 T 0.178 y^ 0.234 y -_- ---~~ Move-up time, m {s) 2.00 I 2.30 . 2.30 2.00 Field data? ~ I, I Service time; is {s) 2 49 3.01 i 3 51 3.02 _._ _. a Capacity (veh/h) i 795 ~ 677 I 643 711 D le ay (s) (Equation 17-55) ~ 10.7 ~ 11.5 ~ 9.8 9.5 Leve{ of service (Exhibit 17-22) ~ B B ; A A Delay (s), approach 1 0.7 11.0. 9.5 Level of service, approach B B i A Delay (s), intersection , 10.6. Level of service, intersection i B HiCAPT"2.0.0.0 DublinSchoolXingStudy08 - amadorvalleypennXAft ~~Catalina Engineering, Inc. 1 of 1 ~ 4 , CHAPTER 17 - TWSC - UNSIGNALI2ED INTERSECTIONS WORKSHEET i ~ Analysis Summary eneraf Information Site Information I Analyst Omni-Means Jurisdiction/Date Dublin 11/2/2008 ~ Agency or Company Omni-Means Major Street Central Parkway Analysis PeriodlYear AM Wkday Ex. 1008 Minor Street Aspen St. Comment AM Schoolday Existing Conditions _ _ _- _ _. lnpui Data I Lane Configuration EB ~ _._.... _ _ WB NB SB ~ T ~ Lane 1 curb TR ! LR Lane 2 L ------__..__..__ -.-`. I ! Lane 3 ~ I _. _ _ T _ _ - _- _. __ , lane 4 I _ _ _. _ Lane 5 ~ ! _ _ EB WB NB ' SB Movement 1 (LT) !~ 2 (TH) ~ 3 (RT) j 4 (LT} ~ 5 (TH) 6 (RT) 7 (LT) 8 (TH) 9 (RT)'10 (LT) ,11 (TH)~ 12 (RT) Volume (veh/h) j 16 62 i ~ ~ 121 ~ 25 ~ 145 _ ~ 35 PHF ; 0 90 0 90 ~ ; 0,90 '~, 0.90 ; 0.90 ~ 0.90 Percent of heavy vehicles, HV ! 3 3 ~ ~ 3 3 ! 3 ! 3 ~ Flow rate 16 I 69 ~ ~ 134' 28 ' 50 X39 _ -- __ Flare storacle (# of vehs) ' ', _ _ _ __ I Median storage (# of vehs) - ~ - _ _ I ~ 0 ! Signal upstream of Movement 2 ft Movemen[ 5 _ _ h -, I Length of study period (h) 0.25 Output Data --- Lane Movement Flow Rate. Capaaty v/c (Queue Length ~ Control Delay ' LOS Approach (veh/h) 1 ' i (veh/h) ~ {veh) ~s) ~ Delay and LOS _ .._ 1 ! .... a _ - - _ - _ _ _.- ... ~ NB 2 j I --- ~ i - j i 3 I I - i ~ 1 LR 89 791 0.113 0 10.1 B I 10.1 SBj p _..__ .. _ ~ ~ i r i ~ I ; i B ~___L~ I ! EB _.-_._ ~ fi--------- t;1; ~ 18 ____- J_ 1410 ! __-___ ,-- --- 0.013 ~ 0 ~ ___-_,_ _.--- 7.6 ! A -_ - ----~ ' W B 14~ I HiCAPT"'2.0.0.1 DublinS choolXingStudy08 - cent ralpkwyaspenXA ©Catalina Engineering, lnc. 1 of 1 ~ CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET j i I Analysis. Summary I General Information Site Information __ __ _ _ Analyst Omni-Means Jurisdiction/Date Dublin 11/2/2008 Agency or Company .Omni-Means Major Street Central Parkway i Analysis PeriodiYear .Aft. Wkday Ex. 1008 Minor Street Aspen St. Comment Afternoon Schoolday Existing Conditions ', - - - -- - -j Input Data j Lane Configuration EB ' WB NB ' SB Lane 1 (curb) T TR LR Lane 2 -_ - - L Lane 3 -- -- Lane 4 ; --- ~ _ - - Lane 5 ~ _ - - ~-,- . - -_ I EB { WB NB SB i Movement 1 (LT) '~~ 2 {TH) 3 (RT) j 4 (LT) I 5 (TH) 6 {RT) _ 7 (LT} 8 (TH) 9 (RT) 10 (LT) j 11 (TH}I 12 (RT) Volume (vehih) 13 i 86 I i 78 17 32 ~ i 19 PHF ~ 0 90 0 90 ! ~ 0.90 0.90 0.9 0 ~ 0.90 _ j Percent of heavy vehicles, HV~ ~ Y~u~-.- 3 3 _ ~ _ _ ~ 3 _ ~ 3 Flow rate 14 i 96 ~ ~- i 87 ~ 19 - j i 36 i 21 - ', Flare storage (# of vehs) I Median storage (# of vehs) ' ' ~ ~ 0 - -- - -- Signal upstream of Movement 2 ft Movement 5 ft Length of study period (h) 0.25 ~ Output Data Lane Movement Flow Rate Capacity vlc ~ Queue Length Control Delay I LOS ( Approach ----{veh/h) (veh/h) _....-- I----- (veh) .-------` ..__ (Sl ~__-- ---_.: _ ._ .._I. Delay and LOS_I NB) 2 I 3I I 1 LR ' 57 TSB 2 i_._ 3 _._.- ~ _.-- ', EB ii j ~ 14 I WB J ~~ i HiCAP x"'2.0.0.1 Catalina Engineering, Inc. 821 0.069 0 9.7 i A 9.7 _ i -- A 1479 0.010 ~ 0 ~ 7.5 A .' _-..' _....... .. _ I._....... .... _._... __.. _._._..__ ___._ . A .._____-_ .._._ DublinSchoolXingStudy08 - centralpkwyaspenXAft 1of1 CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Analy~ st Omni-Means Jurisdiction/Date Dublin 11/2/2008 i Agency or Company Omni-Means Major Street S. Dublin .Ranch Dr. Analysis Period/Year AM Wkday Ex. 1008 Minor SUeet Woodshire Ln. Comment AM 5choolday Existing Conditions Input Data I Lane Configuration i.._...----___ __..... _. ~ EB .._._._._ ... WB ___ f ---- ~..._...._..._. _._.. NB .._ _ SB _._......-- --- _ _ _ - ....... ~ Lane 1 (curb LT ! TR I LR ' _._ _ I Lane 2 ~__~_._ _.------_T_.__ - Lane 3 _..___.~___-__-__..--- ...-.--~----_..__.___.._....__._. I _..._--.-..-.---__-. _- -_._ -~------_.~..__ J _ _- - _ ' Lane 4 I I Lane 5 -- - - __ EB WB NB SB i Movement 1 (L77 2 (TH) ~ 3 (RT) ~ 4 (LT) ~ 5 (TH) ~ 6 (R77 7 (L7] 8 (TFi} 9 (R17 ~10 (LT) ~ 11 (TH) E 12 (RT) Volume (vehlh) ~ 9 ' 95 ! 141 1 ' 2 ~ 13 PHF '; 0.90 ; 0.90 ~ 0.90 ; 0.90 ~ ; 0.90 0.90 Percent of heavy vehicles, HV T - 3 3 - _ -! ~ 3 3 - I _ ~ 3 ~ 3 Flow rate ~ - 10 ~ 106 ~ , ! 157 1 ~ 2 ~ ; 14 Flare storage (# of vehs) ~ _._.. _ _ ,...__. _._._._I - T_ _ ~ - _ _ - ~- _ ___........ ~ ~~ _.._ Median storage (# of vehs) ~ ' ~_ Signal upstream of Movement 2 h Movement 5 h Length of study period (h) 0.25 Out ut Dafa ~I _ - -- .Lane; Movement i Flow Rate --_ - _ _ Capacity ~ _ _ _ v/c Queue Length Control Delay ; -I LOS Approach ~ (vehlh).--- I _...._ ,_---. _..._ ~ 1 I _ (veh/h) _ --- .._..__ (veh) __ ..._ is) _._...... Delay_and LOS _i _ _.... ~ NB ) 2 f I j 3 1 LR j 16 857 0.019 ! 0 9.3 A 9.3 SB p ~ ~ ~ 3 I ~ ~ I A -~ ~_-__. EB _..~_ --_..._: . ~ _ _ ._..__-- -------__ _ __ _._~..~a . ~ __._._._....--- A _._ _ _____ ' (1_, ~ 10 1416 0.007 0 7 6 ~~ W B ~4~ ! ~ ~.:.. _ _...._.. ~ _.._._.. _.__._..._....1. - - ~ _ . _.._.. _ .... t- I _.; --- HiCAPTM2.0.0.1 DublinSchoolXingStudy08 - sdublinranchwoodshireXA Catalina Engineering, Inc. 1 of 1 I f t t CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary I - - _ _ _ - __ General information Sife Information Analyst Omni-Means Jurisdiction/Date Dublin 11/2/2008 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 ' -- - - - Input Dafa ~ Lane Configuration I EB WB _ SB NB 1 . t...... _.-- -------...-- - - ---- -. _._._._..._ _ Lane 1 (curb) ' .,...- -- --.,. _. __ LT ._._., ~....... TR ' _ _..__.. LR j ---- - Lane 2 ~ _ Lane 3 I ~ I Lane 4 Lane 5 ' EB WB NB SB Movement 1 (LT) 12 (TH) 3 (RT) . 4 (LT) ~ 5 (TH) ; 6 (RT) 7 (LT) 8 (TH) 9 (RT) X10 (LT) 11 (TH) 12 (RT) Volume (veh/h) 9 109 ~ 68 ~ 1 ~ 6 ' 8 PHF _ 0.90 10.90 ; 0.90 0.90 ~ 10.90 ~ ; 0.90 - Percent of heavy vehicles, HV 3 3 ~ j 3! 3 ~ 3! ~ 3 Flow rate ~I 10 121 ~ + --- ~ ~ 76 1 --J _ _ _ _ 7 j 9 ___T_ , Flare storage (# of vehs) -- -.._._ ._...... _..--- --_..._ I ' Median storage (# of vehs) ! _. -_ ~ ' Signal upstream of Movement 2 - ft Movement 5 ft I Length of study period (h) 0.25 Outpuf Dafa ILane' Movement ; Flow Rate T Capacity u/c I Queue Length Control Delay LOS Approach ~ ' {veh/h) I--- (veh/h) i (veh) (s) ;__ _ Detay_and LOS i ~ ~ i N6 ~ 2 I 3 ' I 1 ~ LR 1 ti 873 0.018 0 ' 9.2 A 9.2 SB 2 ' i I ' I 3 __._.L_._ ~ .._. ~-- -----... _ _.. ,._-- ~ J -, _ _ _. ~ ~---- _ I ------ __ 1 _...~_ _----- I ~ ~ A __-- ~ EB ) ~~ ~ 10 1516 0 7.4 j A ~ 0.007 W B (4~ ~ , I HiCAP T""2.0.0.1 DublinSchoolXingStudy08 - sdublinranchwoodshireXAft Catalina Engineering, Inc. 1 of 1 ,~ 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 -Oak Bluff Ln. Analysis PeriodlYear AM Wkday Ex. 1008 NB-SB Street N. Dublin .Ranch Dr. Comment AM Schoolday Existing Conditions _ Input Data EB _._._ WB _. NB , SB ' Lane 1~ Lane 2 Lane 1 Lane 2 Lane 1 I .Lane 2 Lane 1 Lane 2 Lane code (Lane 1 is curb lane) ~ LTR i LTR _ LTR ---- ---- ~ --r- LTR Left-turn ' 2 25 2 ~~ 24 ~ (veh/h) Through 3 2 ~ 23 45 ~ ~ Right-turn 9 i -- ...__.._- 11 - --- ~ -__.----- -- i 22 _-... __ _ 1 _. _.__.__~---- _.._.. -- --------- - _ Peak-hour factor ____ r- 0.90 0.90 ~ - 0.90 0.90 '; % Heavy vehicles 3 ~ --- 3 - 3 I 3 I - -- Outpufs ~ , EB WB NB SB Lane 1 i Lane 2 Lane 1 Lane 2 Lane 1 Lane 2 Lane 1 Lane2 Total lane flow rate (veh/h) ~ 16 42 52 78 Departure headway, hd (s) I 3.92 4.20 ~ ~ 3.88 i 4.19 Field data? _ _. ; Degree of utilization, x i 0.017 0.049 0.056 ! 0.090 Move-up time, m (s) 2.00 2.00 ~ ~ 2.00 2.00 I i field data? _... ~ , I j i Service time, t$ (s) 1.92 ~ _ _ _... 2.20 ....._..... __. _.._ .. 1.88 - ___ __.. _. 2,19 _... ---. _ --- i Capacity (veh/h) ~ 886 830. 910 ~ 847 ~ i Delay (s) (Equation 17-55) i I 7.0 7.4 ~ 7.1 7.6 I Level of service (Exhibit 17-22) ' A i A ' A A .Delay (s), approach 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 ___ _) HICAP TM2.0.0.0 DublinSchoolXingStudy08 - oakbluffndublinranchXA Catalina Engineering, Inca 1 of 1 i r,: i CHAPTER 17 - AWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET ~! Analysis Summary General Information Site Information r-- _. y - - _ _------ _ - -- - ---- Anal st Omni-Means Jurisdiction/Date Dublin 11/2/2008 ' 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 r- Input Dafa i - -_- EB WB NB 1 SB j Lane 1 Lane 2 Lane 1 .Lane 2 Lane 1 ~ Lane 2 Lane 1 Lane 2 Lane code (Lane 1 is curb lane) LTR ~ LTR LTR LTR I i t..._....---_ -------- . .. I Left-turn 2 21 3 ~ 26 ~ Volume Throu h i 1 1 25 i 23 7 (veh/h) g ~ ~ I ` Right turn ----. _...._ . _...... _._ ' 1 11 -- _ _. 34 ,... __... ! ---- -- 1 - -_ j Peak-hour factor !' 0.90 0.90 0.90 ~ 0.90 I i - Heavy vehicles ~ 3 _ j 3 i ~ 3 ~ 3 J Outputs - - m - - - - --- ' EB WB NB SB i Lane 1 ( Lane 2 Lane 1 I Lane 2 .__ Lane 1 ..... Lane 2 __..._. .. Lane 1 _. Lane 2 _.l Total lane flow rate (veh/h) 4 ~ ~ ~ 37 ~ 69 ; 56 I ~ - -._-- ____ ._._ , .. ~_._ _~._.. V.--_ __..._. __.~_- -.- -.--.---~ Departure headway, hd (s) j 4.20 . 4.15 i 3.78 4.20 Field data? ~ ' .Degree of utilization, x ~ 0.005 0.042 0.072 ~~, 0.065 j Move-up time, m (s) 2.00 i 2.00 2.00 ~ 2.00 Field data? : , I i Service time; 4 (s) 2.20 ~ 2.15 ' 1.78 ~ 2.20 i Capacity (veh/h) i 830 ~ 843 , 941 ~ 848 Delay (s) (Equation 17-55) 7.2 I 7.3 7.1 ~ 7.5 Level of service (Exhihit 17-22) A ~ A A A i Delay (s), approach 7.2 7.3 7.1 7.5 Level of service, approach i ` A A A jj A 1 - Delay (s), intersection i Level of service, interseGian HiCAP T^^2.0.0.0 ~~Catalina Engineering, Inc. 7.3 i i -~._..~ A -- --~ DublinSchoolXingStudy08 - oakbluffndublihranchXAft 1of1 r=' ,-.~ ~ CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary General Information Site Information Anal st T Omni-Means ~ y _ ` -' ; ti a Dublin 11/2/2008. Junsd c on/Dat Agency or Company Omni-Means Major Street Oak Bluff Ln. I { Analysis Period/Year AM Wkday Ex. 1008 Minor Street Newfields Ln. Comment AM Schoolday Existing Conditions ~ ', Input Data r Lane Configuration. EB i WB NB i SB .-__ Lane 1 (curb) ' LT ^ I TR - - _ _ __ _.- __ LR , I Lane 2 j ~ Lane 3 ~ ! lane 4 ~ ~ - --- - Lane 5 _ _ _ - - ~ EB WB NB SB Movement 1 (LT) 2 (TH) 3 (RT) ( 4 (L~ ' 5 (TH) 6 (RT) , 7 (LT) 8 (TH) 9 (RT) 10 (LT) j 11 (TH)E 12 (RT) Volume (veh/h) 12 ~ 37 22 8 ~ 19 ~ 16 I PHF 0 90 ~ 0.90 ~ 0.90 ' 0:90 , j 0.90 ' 0.90 Percent of heavy vehicles, HV ! 3 ~ 3 ~ 3 3 ~ ; 3 ! , 3 Flow rate 13 41 _ _. 24 9 ~ 21 ~ 18 Flare storage (# of vehs} __'l Median storage (# of vehs) ', Signal upstream of Movement 2 ft Movement 5 ft ~ Length of study penod (h) 0.25 Output Data ,~ - - - _ _ Lanel Movement' Flow Rate Capacity i v/c ~ Queue Length ' Control Delay ' LOS ! Approach I I ~ (veh/h) (veh/h) (veh) (s) ! Delav and LOS i NB! 2 ; __ I 13~ ; I f 1 LR 39 956 0.041 i 0 8.9 I A i 8 9 SB 2 ! 13 i i A EB ~ ~t j ~ 13 1572 0.008 0 7.3 i A WB~ ~4~ I _----- ._t.._._.-- - ~... ..._. __ ..__....~._ ... _~..._.. _ . - HiCAPTM2.0.0.1 DublinSchoolXingStudy08- oakbluffne~eldsXA mCatalina Engineering, Inc.- 1 of t ,~ rt ~ ~ ~ ~~c CHAPTER 17 - TWSC - UNSIGNALIZED INTERSECTIONS WORKSHEET Analysis Summary ~ General Information Site Information ~ Analyst Omni-Means Jurisdiction/Date Dublin 1172/2008 Agency or Company Omni-Means Major. Street Oak Bluff Ln. ) Analysis Period/Year Aft. Wkda Ex. 1008 Ne~elds Ln. Y Minor Street ~ Comment Afternoon Schoolday Existing Conditions ~ Input Data H1CAP T"'2.0.0.1 Catalina Engineering, Inc. Lane Configuration EB WB NB SB ~ Lane 1 (curb) LT TR LR _j _ Lane 2 ~ i =-- Lane 3 I __ ~ Lane 4 -- j --~ I Lane 5 ~ I ' i Eg ~ Wg NB SB Movement '~, 1 (LT) i 2 {TH) j 3 (RT) 4 (LT) 15 (TH) ! 6 (RT) 7 (LT) 8 (TH) 9 (Rl~ ! 10 (LT} 11 (TH)E 12 (RT) .Volume (veb/h) 16 45 ( j ~ 19 11 ~ 17 14 ', PHF ' 0.90 :0.90 ? 0.90 j 0.90 0.90 i 10.90 _ Percent of heavy vehicles, HV 13 3 i ~ 3 3 3 i 3 Flow rate ~ 18 50 21 !~ 12 I 19 16 ' Flare storage (# of vehs) - -- _ _ _ _, _ ___....._ _ ' ~ ._.._ _-,__-_ i Median storage (# of vehs) - -- - _ Signal upstream of Movement 2 ft Movement 5 ft Length of study period (h) 0.25 j Output Dafa I ~ e' Movement; flow Rate Capaaty v/c ;Queue Length Control Delay LOS j Approach f -----...... (veh/h)--- --- ---- --- _(veh/h) . _ ------- ---'- ---(veh) _.._... ~ ~ ; (s) ,_ i f Delay and LOS _ ._._ __ 1 i _- ;NB 2 ~ I 3 i ~ ~ I ~ I 1 1 LR 35 943 ~ 0.037 0 9.0 A 9 0 ~Sg 2 I 3 ._.-._1.._ ~ ..__ ------ -- - _ ____._____ _._.._ _._-_._.- ~ ~ - -....__.~- .--____ ' A ~ I -------I EB ~ ~1) 18 1572 ~ 0.011 ' 0 7.3 ; A i WB ~ l4~ ~ ~ __._... i....__....._ ` _....... _._. _..---...----_i DublinSchoolXingStudy08 - oakbluffne~eldsXAft - 1 of 1 z .: = ., ~ r x r CHAPTER 17 - TWSC - UNSIGNALI2ED INTERSECTIONS WORKSHEET Analysis Summary Generallnformation Sitelnformation __ _ _ _ _ _ _- - ----- -- - -_..__ ... ---- I ~ Analyst Omni-Means Junsdiction/Date Dublin 11/2/2008 Agency or Company. Omni-Means MaJor Street Antone Wy. Analysis Period/Year AM Wkday Ex. 1008 Minor Street Grafton St. ~ Comment AM Schoolday Existing Conditions _ i Input Data ~ Lane Conhguranon ._.. .__.._-. EB ;--~-----. _ - - --- WB __-_.. ......... -- ~ NB SB _._-.....-. .__. -_--... ._..._.. ---___-- Lane 1 (curb) TR r LT LR Lane 2 Lane 3 __ .___ ~ ; - - ~ Lane 4 i I 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} j 11 (TH) 12 (RT) j Volume (veh/h) 109 j 63 I ..106 124 j 18 ~ 74 PHF --- i' 0.90: 0.90 0.90 ; 0-90 ~~, 0.90 ';.0.90 _ - Percent of heavy vehicles, HV ~ 3 3 3 3_ 3 -- j 3~ ~ Flow rate ~~~ 121 ! 70 ! 118 -1 138 20 j 82 ' flare storage (# of vehs) t- --.. _........... ------.... _ -- ~ _.. I Median storage (# of vehs) -- - - I - - Signal upstream of Movement 2 ft Movement 5 ft I Length of study period (h} _._._ _ 0.25 Output Data ~l Lane Movement ; flow Rate Capacity v/c Queue L gth Contr I Delay ~ LOS I p ___ 1---._(veh/h). _ - ..._-.-. (veh/h} --- ) -~-- __ (veh - i - - s) De ay and LOS 1 LR 102 753 j 0135 0 10.5 j B ~ 10 5 . NB 2 ~ ; I 1 3 I ~ I I j ! ~ ---~-~ B j 1l _ - - SB 2 ~ I j ~ ; EB ~1 ~~' s I i ~ ~ --------------- ~ -- WB j ~- ~4J I 118 1377 ; 0.086 , 0 7.9 ~ A NiCAP TM2.0.0.1 DtablinSchoolXingStudy08 - antonegraftonXA Catalina Engineering, Inc. 1 of 1 ~ - rf ~ j "~~' x ~`* CHAPTER 17 - TWSC - UNS(GNALIZED INTERSECTIONS WORKSHEET i i Analysis Summary f - - -- -_ - --_ -__~_ _ Generailnformation Sitelnformation l _ ----- ... _ _ -- - _ _ Analyst Omni-Means Jurisdiction/Date Dublin 11/2/2008 !; Agency or Company Omni-Means Major Street Antone Wy. Analysis: Period/Year Aft. Wkday Ex. 1008 Minor Street Grafton St. Comment Afternoon Schoolday Existing Conditions I Input Data -- -_ ~ Lane Configuration Eg L ...........~ _.. --- -_ ._.. .. _ ~_ . ~ _.... _ _...__.. - r _- _...._ _ ._:... W B -- - - --- ---.. __ N B ..._ .-... ; ._..----........ S B... _. _..-._ Lane 1 (curb) TR LT LR I I Lane 2 Lane 3 i -_ - Lane 4 ~ ~- _ , -- I Lane 5 _ - - --- - EB ~ WB NB ! SB ~ Movement ~ 1 (LT) ~ 2 (TH) 3 (RT) ~ 4 (LT) _ 5 (TH) 6 (RT) _ 7 (LT) 8 (TH) 9 (RT) ~1D (LT) ',11 (TH) 12 (RT) ~ Volume (veh/h) - 43 ~ 19 37 _- ! 62 { 30 ~ 39 ~ ; ( PHF _ 0.90 0.90 i 0.90 i 0.90_ j ___ 0.90 ! 0.90 ' Percent of heavy vehicles, HV 3 3 ' 3 _ ; 3 3 _ _ ~ 3 ~ Flow rate i ~ ~ 48 21 ' 41 69 I 33 43 '~~ I Flare storage (# of vehs) _ ~ 1 ~ Median storage (# o(vehs) ----- -- ~ i I Signal upstream of Movement 2 - --- tt Movement 5 __ ft _ - I Length of study period (h) - _ _ 0.25. _ _ _ _ _ Output Dafa _ _ _ _ ------ - _ --....I Lane Movement i Flow Rate (veh/h) J Capaaty ~ v/c (veh/h) Queue Length (vehJ ~ ' Control Delay ~ LOS (s) Approach I D l dLOS ~ __...... ---_._ .----- - - ~-- --- ----- -_ --- _..... ..._.._._._ _._.__ e ayan _.... _{ 1 LR 7B 879 0.086 i 0 ~ 9:5 _~ A ~ ~ 9 5 i NBA 2 . ' . 1 3 j ~ I A ~ .._ SB ~2 j I ~ ~ ~ - ~ i 3 i _-__-_, ---- ---- ...__T._ - r -- i EB ~ ~1 ~.~._..-- ..._WB-... _-.~4! ._.--._M41 _._._..... _.. 1.526 ~--..0.027 ! 0 ~ 7.4 I A I HiCAPTM2.0.0.1 DublinSchoolXingStudy08 - antonegraftonXAft Catalina Engineering, Inc, 1 of 1