Document elcerrito_gov_doc_4d2ce06f19

AGENDA BILL Agenda Item No. 5(E) Date: September 17, 2013 To: El Cerrito City Council From: Yvetteh Ortiz, Interim Public Works Director / City Engineer Subject: Various Traffic and Parking Revisions ACTION REQUESTED Adopt three separate resolutions authorizing the Public Works Director/City Engineer to: 1. Establish all-way stops at the following intersections a. Barrett Avenue at Arlington Boulevard b. Stockton Avenue at Ashbury Avenue c. Central Avenue at Ashbury Avenue 2. Install a stop sign on Curry Avenue at Pomona Avenue 3. Install 40 feet of green curb marking in front of 10422 San Pablo Avenue DISCUSSION The Public Works Department has received requests from residents and businesses to evaluate various traffic control and parking revisions as discussed below. Establishment of All-Way Stops All-way (also known as multi-way) stop control can be useful as a safety measure at intersections if certain traffic conditions exist. The primary purpose of an all-way stop is to assign right-of-way. All-way stop signs are the most effective when the traffic volumes on all the approaches to the intersection are near equal. The greater the difference between the traffic volumes on the major street compared to the traffic volume on the minor street, the less effective the signs will be. Safety concerns associated with all-way stops include pedestrians, bicyclists, and all road users expecting other road users to stop. As such, an intersection must meet one or more specific traffic criteria established by the State of California, Department of Transportation in the Manual on Uniform Traffic Control Devices (MUTCD) for the installation of all-way stop control. Local jurisdictions may also adopt alternative criteria to incorporate specific local conditions that are not reflected in the State's criteria. The Public Works Department is considering potential criteria for residential streets in the City of El Cerrito. The State criteria indicates that all-way stop control can be installed where the number of vehicles approaching the intersection from all directions is approximately equal for ---PAGE BREAK--- Agenda Item No. 5(E) Page 2 any eight hours of an average day or where there is a collision problem as indicated by five or more reported crashes susceptible to correction by an all-way stop. Such crashes include right- and left-turn collisions as well as right-angle collisions. The potential City criteria include similar, but reduced thresholds for residential streets. Other criteria that may be considered in an engineering study include the need to control left-turn conflicts; the need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volume; locations where a road user, after stopping, cannot see conflicting traffic and is not able to safely negotiate the intersection unless conflicting cross traffic is also required to stop; and an intersection of two residential collector streets of similar design and operating characteristics where all-way stop control would improve traffic operational characteristics of the intersection. Public Works engaged the services of TJKM Transportation Consultants to conduct engineering studies based on the State criteria for the three intersections described below because we have received many complaints regarding these intersections over the last several years. Public Works Staff also reviewed the potential City criteria for applicability under various conditions. Barrett Avenue at Arlington Boulevard The Public Works Department has received complaints concerning the limited visibility, confusing traffic control and pedestrian safety at the intersection of Barrett Avenue at Arlington Boulevard. The intersection is located in a residential neighborhood. Both streets are classified as minor arterials in the El Cerrito General Plan. Both streets are also designated as pedestrian and bicycle routes in the El Cerrito Circulation Plan for Bicyclists and Pedestrians. The T-intersection (intersection with three legs) of Barrett Avenue and Arlington Boulevard has stop-sign control on the two legs of Arlington Boulevard. Barrett Avenue, the terminating street, is uncontrolled. This is an unusual configuration because at T-intersections without stop or yield signs, drivers on the terminating leg of the intersection must yield to vehicles on the continuing street, which in this case would be Arlington Boulevard. TJKM determined that although the traffic volume and collision thresholds were not met at this intersection, the State criteria based on visibility constraints and traffic operational improvements were met. Staff determined that the volume thresholds of the potential City criteria have also been met. Motorists traveling southbound on Arlington Boulevard have difficulty seeing vehicles traveling on eastbound Barrett Avenue (even after the limit line was moved southward several years ago) because Barrett Avenue slopes up and curves as it approaches Arlington Boulevard. In addition, the unusual stop control at the intersection leads to motorist and pedestrian confusion. Arlington Boulevard is considered to be the major street at this intersection because it carries higher traffic volumes than Barrett Avenue. Therefore, stopping the Barrett Avenue approach along with Arlington Boulevard will improve traffic operations at this ---PAGE BREAK--- Agenda Item No. 5(E) Page 3 intersection. With the installation of an all-way stop, the intersection will operate at better levels of service and vehicle queuing will be reduced. Given these conditions, TJKM recommended establishment of an all-way stop at the intersection of Barrett Avenue and Arlington Boulevard. The installation of an all-way stop is expected to improve pedestrian safety and traffic operations at this intersection. Based on these factors, Public Works Staff is proposing installation of a stop sign along with associated warning signs and pavement markings on the eastbound approach of Barrett Avenue to establish an all-way stop at the intersection. Crosswalks will also be marked on all three legs of the intersection. Stockton Avenue at Ashbury Avenue The Public Works Department has also received complaints concerning the limited visibility, confusing traffic control and pedestrian safety, at the five-leg intersection of Stockton Avenue and Ashbury Avenue with its fifth leg being Albemarle Street. The intersection is located in a mostly residential neighborhood with the Stockton Avenue commercial area located just to the west of the intersection. Both streets are classified as collectors in the El Cerrito General Plan and are also designated as pedestrian and bicycle routes in the El Cerrito Circulation Plan for Bicyclists and Pedestrians. Ashbury Avenue and Stockton Avenue serve as important links between various destinations in the City including four schools (El Cerrito High School, Fairmount Elementary School, Portola Middle School, and Prospect Sierra Middle School) and several community destinations (Stockton Avenue commercial area, Community Center, Senior Center, Library, Cerrito Vista Park, and Civic Theater), all located within a third of a mile of the intersection. The intersection of Stockton Avenue and Ashbury Avenue has stop-sign control on the three legs of Ashbury Avenue and Albemarle Street and no traffic control on Stockton Avenue. The intersection has five marked crosswalks on all legs including two on Stockton Avenue that are uncontrolled. A marked crosswalk typically indicates a preferred or often-used pedestrian crossing location based on various factors including visibility, traffic control devices, traffic calming measures, walking routes to school, and proximity of land uses generating a high-level of pedestrian activity. An uncontrolled crosswalk is one that does not have a traffic signal or stop sign to control traffic movements. It should be noted that a pedestrian has the right to cross at any intersection within the prolongation lines of the adjacent sidewalk whether or not a crosswalk is marked. TJKM determined that although the traffic volume and collision thresholds were not met at this intersection, the State criteria based on visibility constraints, high pedestrian volumes, and traffic operational improvements were met. Staff determined that volume threshold of the potential City criteria have also been met. All five legs of the intersection cross at a skew and Stockton Avenue has a gradual slope. Due to this roadway geometry, visibility is limited between traffic on Ashbury Avenue and traffic on Stockton Avenue (even with trimming of vegetation in the area). ---PAGE BREAK--- Agenda Item No. 5(E) Page 4 As previously indicated, there are four schools and various community destinations located near this intersection. This results in a high level of pedestrian activity. During a morning peak period between 7:00 AM and 9:00 AM, over 180 pedestrians were observed using the intersection with the majority of crossings occurring on the south leg of Ashbury Avenue and the second highest occurring on the west leg of Stockton Avenue. Stockton Avenue and Ashbury Avenue have similar traffic operating characteristics and carry relatively equal levels of traffic throughout the day. Therefore, stopping both approaches of Stockton Avenue along with those on Ashbury Avenue and Albemarle Street will improve traffic operations at this intersection. With the installation of an all- way stop, the intersection will operate at better levels of service although vehicle queuing will increase because Stockton Avenue carries higher traffic volumes than Ashbury Avenue. Given these conditions, TJKM recommended establishment of an all-way stop at the intersection of Stockton Avenue and Ashbury Avenue. The installation of an all-way stop is expected to improve pedestrian safety and traffic operations at this intersection. Based on these factors, Public Works Staff is proposing installation of stop signs along with associated warning signs and pavement markings on the Stockton Avenue approaches to establish an all-way stop at the intersection. Central Avenue at Ashbury Avenue The Public Works Department has also received complaints concerning pedestrian safety at the intersection of Central Avenue and Ashbury Avenue. The intersection is generally located in a residential neighborhood and is bordered on the east by El Cerrito High School. Ashbury Avenue is classified as a collector in the El Cerrito General Plan. While this section of Central Avenue is classified as a local street, it functions as a collector during certain times of day especially given its direct route to El Cerrito High School. Both streets are also designated as pedestrian routes in the El Cerrito Circulation Plan for Bicyclists and Pedestrians. As previously mentioned, Ashbury Avenue serves as an important link between various key destinations in the City. In this area, it is located near El Cerrito High School and Harding Elementary School. The T-intersection of Central Avenue and Ashbury Avenue has stop-sign control on Central Avenue and no traffic control on Ashbury Avenue. The intersection has three marked crosswalks on all legs including two on Ashbury Avenue that are uncontrolled. All are considered school crosswalks and marked in yellow because they are located within 500 feet of a school. TJKM determined that although the traffic volume and collision thresholds were not met at this intersection, the State criteria based on high pedestrian volumes and traffic operational improvements were met. Staff determined that volume threshold of the potential City criteria have also been met. This intersection is also located in an area with a high level of pedestrian activity. During an afternoon peak period between 3:00 PM and 6:00 PM, close to 150 pedestrians were observed using the intersection with the ---PAGE BREAK--- Agenda Item No. 5(E) Page 5 majority of crossings occurring on the north leg of Ashbury Avenue and the second highest occurring on the south leg. Central Avenue and Ashbury Avenue have similar traffic operating characteristics and carry equal levels of traffic throughout the day. Therefore, stopping both approaches of Ashbury Avenue along with Central Avenue will improve traffic operations at this intersection. With the installation of an all-way stop, the intersection will operate at better levels of service and vehicle queuing will generally stay about the same. Given these conditions, TJKM recommended establishment of an all-way stop at the intersection of Central Avenue and Ashbury Avenue. The installation of an all-way stop is expected to improve pedestrian safety and traffic operations at this intersection. Based on these factors, Public Works Staff is proposing installation of stop signs along with associated pavement markings on the Ashbury Avenue approaches to establish an all-way stop at the intersection. The TJKM engineering studies for all three intersections are attached. Stop Sign Installation on Curry Avenue at Pomona Avenue The Public Works Department has received requests from residents concerned about safety at the intersection of Curry Avenue and Pomona Avenue. Public Works staff evaluated the existing traffic control devices, including signs, striping, and pavement markings at this T-intersection. The intersection has no traffic control signs on any of its legs. In the past, the City has not typically used stop signs at T-intersections in residential areas. This is because at T-intersections without stop or yield signs, the right- of-way rules are covered under the California Vehicle Code (Section 21800), which requires that drivers on the terminating leg of the intersection yield to vehicles on the continuing street. However, the California MUTCD indicates that stop signs should be used if engineering judgment indicates that one or more of several conditions exist:  Intersection of a less important road with a main road where application of the normal right-of-way rule would not be expected to provide reasonable compliance with the law;  Street entering a through highway or street;  Unsignalized intersection in a signalized area; and/or  High speeds, restricted view, or crash records indicate a need for control by the STOP sign. Both Curry Avenue and Pomona Avenue are local residential streets. Curry Avenue, the terminating street, is wider than Pomona Avenue. The condition is atypical and can lead to unexpected speeds of vehicles as they approach the continuing street. Curry Avenue is currently controlled by stop signs at all other intersecting roadways east of Pomona Avenue including Ramona, Carmel, San Carlos, and Santa Fe Avenues. Parked vehicles can also limit visibility between Curry Avenue and Pomona Avenue. ---PAGE BREAK--- Agenda Item No. 5(E) Page 6 Based on the existing roadway configuration and surrounding traffic control devices at the subject intersection, Public Works Staff is proposing installation of a stop sign and associated pavement markings on Curry Avenue at Pomona Avenue to improve traffic safety and operations. Green Curb Marking in front of 10422 San Pablo Avenue The Public Works Department is proposing to install 40 feet of green curb marking on the east side of San Pablo Avenue in front of 10422 San Pablo Avenue, where Bank of America is located. This is in response to requests from adjacent businesses located at 10408 San Pablo Avenue, immediately south of Bank of America and north of Stockton Avenue, for on-street parking to better serve their needs. Currently, the curb space immediately in front of the businesses at 10408 San Pablo Avenue is marked red for a bus stop while the 40 feet of on-street parking in front of Bank of America has a one (1)-hour time limit between 9:00 AM and 6:00 PM, except Sundays and holidays. To better serve the customers of the businesses in this area, shorter-term parking is also needed. The proposed installation of green curb marking would limit parking to fifteen (15) minutes at any time between 9:00 AM and 6:00 PM of any day except holidays. A white curb marking is not appropriate because vehicles will be left unattended. In August 2013, an initial notification regarding the proposed green curb marking was sent to property owners and businesses within a 300-foot radius of this location. No comments were received. Earlier this September, a final notification regarding these modifications was sent to the requestor and the immediately adjacent addresses including Bank of America. FINANCIAL CONSIDERATIONS The cost for installation of signs, pavement markings, and curb markings are estimated to be under $4,000 and are included in the Public Works, Maintenance operating budget. LEGAL CONSIDERATIONS El Cerrito Municipal Code Section 11.36.010 requires that the installation of stop signs be approved by City Council Resolution. El Cerrito Municipal Code Section 11.40.160 requires that any modification of green curb markings be approved by City Council Resolution. ---PAGE BREAK--- Agenda Item No. S(E) Scott Hanin, City Manager Attachment: 1. Accompanying Resolution for Establishment of All-Way Stops at Three Locations 2. Accompanying Resolution for Installation of Stop Sign on Curry A venue at Pomona A venue 3. Accompanying Resolution for Green Curb Marking in front of 10422 San Pablo Avenue 4. TJKM Engineering Studies Page 7 ---PAGE BREAK--- Agenda Item No. 5(E) Attachment 1 RESOLUTION 2013–XX RESOLUTION OF THE CITY COUNCIL OF THE CITY OF EL CERRITO AUTHORIZING THE ESTABLISHMENT OF ALL-WAY STOPS AT THE INTERSECTIONS OF BARRETT AVENUE AT ARLINGTON BOULEVARD, STOCKTON AVENUE AT ASHBURY AVENUE, AND CENTRAL AVENUE AT ASHBURY AVENUE WHEREAS, the Public Works Department has received requests from concerned citizens to evaluate the safety and operations of the intersections of Barrett Avenue at Arlington Boulevard, Stockton Avenue at Ashbury Avenue, and Central Avenue at Ashbury Avenue; and WHEREAS, engineering studies determined that the subject intersections meet the State of California criteria for all-way stop control based on a combination of factors including visibility constraints, pedestrian safety, and traffic operational characteristics; and WHEREAS, the installation of all-way stops is expected to improve safety and operations at the subject intersections; and WHEREAS, Section 11.36.010 of the El Cerrito Municipal Code requires that the installation of any stop sign be approved by the City Council. NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of El Cerrito authorizes the Public Works Director / City Engineer to establish all-way stops at the intersections of Barrett Avenue at Arlington Boulevard, Stockton Avenue at Ashbury Avenue, and Central Avenue at Ashbury Avenue. BE IT FURTHER RESOLVED that this Resolution shall become effective immediately upon passage and adoption. I CERTIFY that at a regular meeting on September 17, 2013 the City Council of the City of El Cerrito passed this Resolution by the following vote: AYES: COUNCILMEMBERS: NOES: COUNCILMEMBERS: ABSENT: COUNCILMEMBERS: IN WITNESS of this action, I sign this document and affix the corporate seal of the City of El Cerrito on September XX, 2013. Cheryl Morse, City Clerk APPROVED: Gregory B. Lyman, Mayor ---PAGE BREAK--- Agenda Item No. 5(E) Attachment 2 RESOLUTION 2013–XX RESOLUTION OF THE CITY COUNCIL OF THE CITY OF EL CERRITO AUTHORIZING THE INSTALLATION OF A STOP SIGN ON CURRY AVENUE AT POMONA AVENUE WHEREAS, the Public Works Department has received requests from concerned residents to evaluate the safety and operations of the intersection of Curry Avenue at Pomona Avenue; and WHEREAS, the intersection currently has no stop-control signs; and WHEREAS, based on the existing roadway configuration and surrounding traffic control devices at the subject intersection, Public Works staff determined that a stop sign on the terminating leg of the intersection is an appropriate traffic control device to improve traffic safety and operations; and WHEREAS, it is the judgment of the City Engineer that this intersection meets the guidelines of the California Manual on Uniform Traffic Control Devices for installation of a stop sign; and WHEREAS, Section 11.36.010 of the El Cerrito Municipal Code requires that the installation of any stop sign be approved by the City Council. NOW THEREFORE, BE IT RESOLVED that the El Cerrito City Council hereby authorizes the Public Works Director / City Engineer to install a stop sign on Curry Avenue at Pomona Avenue. BE IT FURTHER RESOLVED that this Resolution shall become effective immediately upon passage and adoption. I CERTIFY that at a regular meeting on September 17, 2013 the City Council of the City of El Cerrito passed this Resolution by the following vote: AYES: COUNCILMEMBERS: NOES: COUNCILMEMBERS: ABSENT: COUNCILMEMBERS: IN WITNESS of this action, I sign this document and affix the corporate seal of the City of El Cerrito on September XX, 2013. Cheryl Morse, City Clerk APPROVED: Gregory B. Lyman, Mayor ---PAGE BREAK--- Agenda Item No. 5(E) Attachment 3 RESOLUTION 2013–XX RESOLUTION OF THE CITY COUNCIL OF THE CITY OF EL CERRITO AUTHORIZING THE INSTALLATION OF 40 FEET OF GREEN CURB MARKING ON THE EAST SIDE OF SAN PABLO AVENUE IN FRONT OF 10422 SAN PABLO AVENUE WHEREAS, the Public Works Department has received requests from businesses located at 10408 San Pablo Avenue for short-term parking on the east side of San Pablo Avenue, north of Stockton Avenue; and WHEREAS, the on-street parking near these businesses currently has a one hour time limit between 9:00 a.m. and 6:00 p.m., except Sundays and holidays; and WHEREAS, to better serve the customers of businesses in this area, shorter-term parking is also needed; and WHEREAS, a green curb marking will limit parking to fifteen minutes at any time between 9:00 a.m. and 6:00 p.m. of any day except holidays; and WHEREAS, Section 11.40.160 of the El Cerrito Municipal Code requires that any installation or modification of green curb markings be approved by City Council Resolution. NOW THEREFORE, BE IT RESOLVED that the City Council of the City of El Cerrito authorizes the Public Works Director / City Engineer to install 40 feet of green curb marking on the east side of San Pablo Avenue in front of 10422 San Pablo Avenue. BE IT FURTHER RESOLVED that this Resolution shall become effective immediately upon passage and adoption. I CERTIFY that at a regular meeting on September 17, 2013 the City Council of the City of El Cerrito passed this Resolution by the following vote: AYES: COUNCILMEMBERS: NOES: COUNCILMEMBERS: ABSENT: COUNCILMEMBERS: IN WITNESS of this action, I sign this document and affix the corporate seal of the City of El Cerrito on September XX, 2013. Cheryl Morse, City Clerk APPROVED: Gregory B. Lyman, Mayor ---PAGE BREAK--- Pleasanton 3875 Hopyard Road Suite 200 Pleasanton, CA 94588-8526 [PHONE REDACTED] [PHONE REDACTED] fax Fresno 516 W. Shaw Avenue Suite 200 Fresno, CA 93704-2515 [PHONE REDACTED] [PHONE REDACTED] fax Sacramento 980 Ninth Street 16th Floor Sacramento, CA 95814-2736 [PHONE REDACTED] Santa Rosa 1400 N. Dutton Avenue Suite 21 Santa Rosa, CA 95401-4643 [PHONE REDACTED] [PHONE REDACTED] fax [EMAIL REDACTED] www.tjkm.com TECHNICAL MEMORANDUM Date: September 8, 2011 Project No.: 209-004, T7 To: Yvetteh Ortiz, PE Engineering Manager City of El Cerrito, Public Works From: Christopher Thnay, PE, AICP Jurisdiction: El Cerrito Subject: Results of multi-way STOP analysis at Barrett Avenue /Arlington Boulevard This technical memorandum documents the findings for multi-way STOP control analysis at the intersection of Barrett Avenue /Arlington Boulevard. Data Collection Detailed data collections were obtained as follows: • 24-hour vehicle hose counts on all approaches, and • Vehicle, pedestrians and bicycle turning movement counts (TMC) for four hours (7 a.m. to 9 a.m. and 4 p.m. to 6 p.m.) The detailed count information is contained in Appendix A. All-Way Stop Warrants Analysis The Manual on Uniform Traffic Control Devices (MUTCD) California Edition has the following warrants for all-way stop control: A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left-turn collisions as well as right-angle collisions. C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but 3. If the 85th-percentile approach speed of the major street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. Agenda Item No. 5(E) Attachment 4 ---PAGE BREAK--- Yvetteh Ortiz, PE September 8, 2011 Page 2 D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. Option: Other criteria that may be considered in an engineering study include: 1. The need to control left-turn conflicts; 2. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; 3. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to safely negotiate the intersection unless conflicting cross traffic is also required to stop; and 4. An intersection of two residential neighborhood collector (through) street of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. TJKM conducted All-Way Stop analysis for the intersection based on the MUTCD criteria. This included collision analysis based on a review of the most current 5-year SWITRS collision database (2005 to 2009). The details are contained in Appendix B. Existing Condition Both Barrett Avenue and Arlington Boulevard are classified as minor arterial streets. Also, both are designated as Pedestrian Routes in the City’s Circulation Plan. Currently stop control is located on Arlington Boulevard. Barrett Avenue tees into Arlington Boulevard and is not stop controlled. The average daily traffic (ADT) on Arlington Boulevard and Barrett Avenue are approximately 2,900 vehicles per day (vpd) and 1,100 vpd respectively. Pedestrian and bicycle volumes are quite low – with the highest peak hour volume of four pedestrians and one bike during the a.m. peak hour and eight pedestrians and one bike during the p.m. peak hour. Results of Analysis The following is a summary of the minimum criteria as indicated in the MUTCD: Minimum volumes (8-hour) – not met for both major and minor streets. Volume criteria met for five of eight hours on the major street and met five hours on the minor street. Collision Criteria (five or more reported crashes in a 12-month period that are susceptible to correction) - A total of three accidents were reported in a 12-month period. Note the MUTCD warrants also include the other criteria that may be considered in an engineering study include in Criteria D-3 that states: “ Locations where a road user, after stopping, cannot see conflicting traffic and is not able to safely negotiate the intersection unless conflicting cross traffic is also required to stop;…” Sight distance at northwest corner has been reported to be a problem even after the limit line was moved southward on Arlington Boulevard. It is our understanding that many residents have complained regarding the confusing traffic control at this intersection given that normally the stem of a T-intersection, in this case Barrett Avenue, would be required to Yield/Stop. ---PAGE BREAK--- Yvetteh Ortiz, PE September 8, 2011 Page 3 Although these streets are both arterial streets, they function like residential collectors. Due to sight visibility constraints and associated issues, an all-way stop control intersection is justified based on MUTCD Other D-3Criteria. The detailed information and summary of the all-way stop analysis are contained in Appendix B. Level of Service LOS Analysis The existing peak hour data were analyzed using the software and the level of service (LOS) along with queuing analysis were performed for the existing conditions and the proposed All-Way Stop control. The queuing analysis performed is based on the results of Simtraffic micro- simulation at 95th percentile queuing. The results of the analysis are shown in Table I. Table I: Results of Intersection LOS and Queuing (ft) Analysis Intersection A.M. Peak Hour Existing Two-Way Stop Control Proposed All-Way Stop Control Delay LOS Queuing (ft) Delay LOS Queuing (ft) Barrett Avenue /Arlington Blvd 15.5 C 93 9.7 A 79 P.M. Peak Hour Existing Two-Way Stop Control Proposed All-Way Stop Control Delay LOS Queuing (ft) Delay LOS Queuing (ft) 13.7 B 85 9.9 A 70 Note: queuing is based on the worst approach queue. The existing intersection operates at LOS C during the a.m. peak hour as shown in Table I. If converted to All-Way Stop control, the intersection will operate at LOS A during the a.m. and p.m. peak hour. With All-Way Stop control, the estimated maximum queue would be reduced from the estimated existing queue of 93 feet to approximately 79 feet during the a.m. peak hour (approximately 15 percent decrease). Therefore, based on the MUTCD Other D-4Criteria, a conversion to multiway stop control would improve traffic operational characteristics of the intersection. Conclusion: All Way Stop justified based on MUTCD Other D-3and D-4 Criteria. J:\JURISDICTION\E\El Cerrito\209-004 Task 7 Multi-Way Stop Analysis\Report\Barrett_Arlington\TM090811 Barrett_Arlington.docx ---PAGE BREAK--- TJKM Transportation Consultants Appendix A - Vehicle, Pedestrians and Bicycle Counts ---PAGE BREAK--- All Traffic Data (916) 771-8700 File Name : 11-7001-004 ARLINGTON-BARRETT Site Code : 00000000 Start Date : 1/4/2011 Page No : 1 CITY OF EL CERRITO BIKES ON BANK 1 Groups Printed- Unshifted ARLINGTON BLVD. Southbound Westbound ARLINGTON BLVD. Northbound BARRETT AVE. Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 0 14 1 0 15 0 0 0 0 0 4 2 0 0 6 0 0 9 2 9 2 30 32 07:15 0 40 8 0 48 0 0 0 0 0 7 5 0 0 12 3 0 9 0 12 0 72 72 07:30 0 59 3 0 62 0 0 0 0 0 9 8 0 0 17 1 0 15 1 16 1 95 96 07:45 0 67 7 0 74 0 0 0 0 0 8 10 0 0 18 1 0 32 0 33 0 125 125 Total 0 180 19 0 199 0 0 0 0 0 28 25 0 0 53 5 0 65 3 70 3 322 325 08:00 0 80 14 0 94 0 0 0 0 0 27 16 0 0 43 1 0 39 1 40 1 177 178 08:15 0 62 4 0 66 0 0 0 0 0 54 19 0 0 73 4 0 40 0 44 0 183 183 08:30 0 49 6 0 55 0 0 0 0 0 21 18 0 0 39 6 0 34 1 40 1 134 135 08:45 0 57 10 0 67 0 0 0 0 0 12 16 0 0 28 1 0 30 2 31 2 126 128 Total 0 248 34 0 282 0 0 0 0 0 114 69 0 0 183 12 0 143 4 155 4 620 624 16:00 0 20 2 0 22 0 0 0 0 0 16 42 0 0 58 3 0 6 3 9 3 89 92 16:15 0 16 4 0 20 0 0 0 0 0 19 55 0 0 74 4 0 13 2 17 2 111 113 16:30 0 20 2 0 22 0 0 0 0 0 22 39 0 0 61 4 0 16 2 20 2 103 105 16:45 0 16 2 0 18 0 0 0 0 0 27 54 0 0 81 2 0 11 2 13 2 112 114 Total 0 72 10 0 82 0 0 0 0 0 84 190 0 0 274 13 0 46 9 59 9 415 424 17:00 0 32 3 0 35 0 0 0 0 0 20 48 0 0 68 8 0 16 3 24 3 127 130 17:15 0 25 5 0 30 0 0 0 0 0 34 68 0 0 102 4 0 17 1 21 1 153 154 17:30 0 27 4 0 31 0 0 0 0 0 23 66 0 0 89 3 0 24 3 27 3 147 150 17:45 0 14 3 0 17 0 0 0 0 0 22 47 0 0 69 5 0 8 1 13 1 99 100 Total 0 98 15 0 113 0 0 0 0 0 99 229 0 0 328 20 0 65 8 85 8 526 534 Grand Total 0 598 78 0 676 0 0 0 0 0 325 513 0 0 838 50 0 319 24 369 24 1883 1907 % 0 88.5 11.5 0 0 0 38.8 61.2 0 13.6 0 86.4 Total % 0 31.8 4.1 35.9 0 0 0 0 17.3 27.2 0 44.5 2.7 0 16.9 19.6 1.3 98.7 ARLINGTON BLVD. Southbound Westbound ARLINGTON BLVD. Northbound BARRETT AVE. Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:00 08:00 0 80 14 94 0 0 0 0 27 16 0 43 1 0 39 40 177 08:15 0 62 4 66 0 0 0 0 54 19 0 73 4 0 40 44 183 08:30 0 49 6 55 0 0 0 0 21 18 0 39 6 0 34 40 134 08:45 0 57 10 67 0 0 0 0 12 16 0 28 1 0 30 31 126 Total Volume 0 248 34 282 0 0 0 0 114 69 0 183 12 0 143 155 620 % App. Total 0 87.9 12.1 0 0 0 62.3 37.7 0 7.7 0 92.3 ---PAGE BREAK--- ARLINGTON BLVD. BARRETT AVE. ARLINGTON BLVD. Right 34 Thru 248 Left 0 In Out Total 81 282 363 Right 0 Thru 0 Left 0 Out Total In 0 0 0 Left 114 Thru 69 Right 0 Out Total In 391 183 574 Left 12 Thru 0 Right 143 Total Out In 148 155 303 Peak Hour Begins at 08:00 Unshifted Peak Hour Data North Peak Hour Analysis From 16:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:45 16:45 0 16 2 18 0 0 0 0 27 54 0 81 2 0 11 13 112 17:00 0 32 3 35 0 0 0 0 20 48 0 68 8 0 16 24 127 17:15 0 25 5 30 0 0 0 0 34 68 0 102 4 0 17 21 153 17:30 0 27 4 31 0 0 0 0 23 66 0 89 3 0 24 27 147 Total Volume 0 100 14 114 0 0 0 0 104 236 0 340 17 0 68 85 539 % App. Total 0 87.7 12.3 0 0 0 30.6 69.4 0 20 0 80 PHF .000 .781 .700 .814 .000 .000 .000 .000 .765 .868 .000 .833 .531 .000 .708 .787 .881 ---PAGE BREAK--- All Traffic Data (916) 771-8700 File Name : 11-7001-004 ARLINGTON-BARRETT Site Code : 00000000 Start Date : 1/4/2011 Page No : 3 CITY OF EL CERRITO BIKES ON BANK 1 ARLINGTON BLVD. BARRETT AVE. ARLINGTON BLVD. Right 14 Thru 100 Left 0 In Out Total 253 114 367 Right 0 Thru 0 Left 0 Out Total In 0 0 0 Left 104 Thru 236 Right 0 Out Total In 168 340 508 Left 17 Thru 0 Right 68 Total Out In 118 85 203 Peak Hour Begins at 16:45 Unshifted Peak Hour Data North ---PAGE BREAK--- Volumes for: Tuesday, January 4, 2010 City: El Cerrito Project 11-7002-002 Location: Barrett Avenue and Arlington Boulevard intersection approaches Start Time Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 2 12 0 0 12:15 2 19 0 0 12:30 0 8 0 0 12:45 1 17 5 56 0 0 1:00 0 15 0 0 1:15 1 19 0 0 1:30 2 18 0 0 1:45 1 18 4 70 0 0 2:00 0 20 0 0 2:15 1 11 0 0 2:30 0 29 0 0 2:45 1 27 2 87 0 0 3:00 0 36 0 0 3:15 1 24 0 0 3:30 0 24 0 0 3:45 0 20 1 104 0 0 4:00 0 12 0 0 4:15 0 12 0 0 4:30 0 20 0 0 4:45 1 20 1 64 0 0 5:00 1 12 0 0 5:15 1 24 0 0 5:30 7 23 0 0 5:45 2 22 11 81 0 0 6:00 0 16 0 0 6:15 1 26 0 0 6:30 7 21 0 0 6:45 10 12 18 75 0 0 7:00 9 10 0 0 7:15 10 19 0 0 7:30 15 16 0 0 7:45 31 7 65 52 0 0 8:00 35 8 0 0 8:15 42 3 0 0 8:30 45 1 0 0 8:45 37 6 159 18 0 0 9:00 32 8 0 0 9:15 27 3 0 0 9:30 14 3 0 0 9:45 19 9 92 23 0 0 10:00 19 3 0 0 10:15 16 3 0 0 10:30 11 1 0 0 10:45 13 2 59 9 0 0 11:00 15 4 0 0 11:15 5 1 0 0 11:30 16 1 0 0 11:45 13 0 49 6 0 0 Total 466 645 466 645 0 0 0 0 0 0 Combined Total AM Peak 8:00 AM Vol. 159 P.H.F. 0.883 PM Peak 2:30 PM Vol. 116 P.H.F. 0.806 Percentage 41.9% 58.1% Combined Totals Eastbound Hour Totals Westbound Hour Totals 0 1111 1111 0 0 ---PAGE BREAK--- Volumes for: Tuesday, January 4, 2010 City: El Cerrito Project 11-7002-002 Location: Barrett Avenue and Arlington Boulevard intersection approaches Start Time Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 3 31 1 25 12:15 2 37 0 21 12:30 2 34 1 15 12:45 6 28 13 130 0 17 2 78 15 208 1:00 2 20 0 28 1:15 0 25 0 25 1:30 2 22 2 22 1:45 2 27 6 94 0 12 2 87 8 181 2:00 3 29 0 19 2:15 0 33 1 25 2:30 2 12 0 16 2:45 1 42 6 116 1 44 2 104 8 220 3:00 0 61 0 28 3:15 0 61 1 23 3:30 0 61 1 33 3:45 0 45 0 228 0 21 2 105 2 333 4:00 1 71 0 20 4:15 1 62 0 25 4:30 0 74 0 21 4:45 1 70 3 277 1 21 1 87 4 364 5:00 0 71 1 20 5:15 1 87 2 33 5:30 2 94 5 33 5:45 2 82 5 334 5 29 13 115 18 449 6:00 2 67 6 18 6:15 1 60 5 19 6:30 3 71 9 11 6:45 8 51 14 249 12 11 32 59 46 308 7:00 7 48 17 16 7:15 7 45 42 18 7:30 12 29 55 14 7:45 19 22 45 144 76 16 190 64 235 208 8:00 37 11 91 4 8:15 62 22 75 8 8:30 54 11 61 9 8:45 39 21 192 65 58 4 285 25 477 90 9:00 18 15 64 2 9:15 22 13 33 6 9:30 16 14 29 1 0 9:45 22 13 78 55 35 7 161 16 239 71 10:00 17 10 17 2 10:15 15 7 25 0 10:30 20 4 20 3 10:45 19 8 71 29 21 1 83 6 154 35 11:00 25 9 15 2 11:15 15 2 18 0 11:30 26 7 22 1 11:45 15 1 81 19 20 0 75 3 156 22 Total 514 1740 514 1740 848 749 [PHONE REDACTED] 2489 Combined Total AM Peak 8:00 AM 7:45 AM Vol. 192 303 P.H.F. 0.774 0.832 PM Peak 5:00 PM 2:45 PM Vol. 334 128 P.H.F. 0.920 0.727 Percentage 22.8% 77.2% 53.1% 46.9% 3851 2254 2254 1597 1597 Combined Totals Northbound Hour Totals Southbound Hour Totals ---PAGE BREAK--- Start: End: AM 7:00 9:00 NOON NONE NONE PM 16:00 18:00 DAY: 0 0 0 AM NOON PM PM 17 0 AM NOON 0 0 NOON AM 7 0 PM S O U T H L E G PROJECT#: 11-7001-004 E/W Street: W E S T L E G BARRETT AVE. CITY: El Cerrito 1/4/2011 Tuesday E A S T L E G N O R T H L E G PREPARED BY NATIONAL DATA & SURVEYING SERVICES DATE: Pedestrian Count N/S Street: ARLINGTON BLVD. 0 0 0 AM NOON PM ---PAGE BREAK--- Start: End: AM 7:00 9:00 NOON NONE NONE PM 16:00 18:00 DAY: 0 0 0 AM NOON PM PM 1 0 AM NOON 0 0 NOON AM 1 0 PM E A S T L E G N O R T H L E G PREPARED BY NATIONAL DATA & SURVEYING SERVICES DATE: Bicycle Count N/S Street: ARLINGTON BLVD. S O U T H L E G PROJECT#: 11-7001-004 E/W Street: W E S T L E G BARRETT AVE. CITY: El Cerrito 1/4/2011 Tuesday 1 0 0 AM NOON PM ---PAGE BREAK--- PROJECT#: N/S Street: E/W Street: DATE: DAY: CITY: A M PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 7:00 AM 0 0 0 2 7:00 AM 0 0 0 0 7:15 AM 0 0 0 0 7:15 AM 0 0 0 0 7:30 AM 0 0 0 1 7:30 AM 0 0 0 0 7:45 AM 0 0 0 0 7:45 AM 0 0 0 0 8:00 AM 0 0 0 1 8:00 AM 0 0 0 1 8:15 AM 0 0 0 0 8:15 AM 0 0 0 0 8:30 AM 0 0 0 1 8:30 AM 0 0 0 0 8:45 AM 0 0 0 2 8:45 AM 0 1 0 0 TOTALS 0 0 0 7 TOTALS 0 1 0 1 P M PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 4:00 PM 0 0 0 3 4:00 PM 0 0 0 0 4:15 PM 0 0 0 2 4:15 PM 0 0 0 0 4:30 PM 0 0 0 2 4:30 PM 0 0 0 0 4:45 PM 0 0 0 2 4:45 PM 0 0 0 0 5:00 PM 0 0 0 3 5:00 PM 0 0 0 0 5:15 PM 0 0 0 1 5:15 PM 0 0 0 0 5:30 PM 0 0 0 3 5:30 PM 0 0 0 1 5:45 PM 0 0 0 1 5:45 PM 0 0 0 0 TOTALS 0 0 0 17 TOTALS 0 0 0 1 El Cerrito Tuesday PREPARED BY NATIONAL DATA & SURVEYING SERVICES 11-7001-004 ARLINGTON BLVD. BARRETT AVE. 1/4/2011 ---PAGE BREAK--- TJKM Transportation Consultants Appendix B - All Way Stop Warrants Analysis - Collision Analysis based on SWITRS Data (2005 – 2009) ---PAGE BREAK--- Table I: Barrett Ave and Arlington Blvd Multi-way Stop Warrant Analysis CA MUTCD Multiway Stop Installation Guidance Comment Warrant Met? A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. Based on the hourly volume from ADT counts at this intersection, signal warrants were not met. No B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left- turn collisions as well as right-angle collisions. A maximum of three accidents were reported in a 12-month period. No C. Minimum Volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and Five peak hours exceed 300 vph based on ADT counts No 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but None of the hourly counts exceeded 200 vehicles on the minor street. The highest peak hour volume is approximately 164 vehicles. No 3. If the 85th-percentile approach speed of the major-street traffic exceeds 65 km/h or exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. The the 85th-percentile of Arlington Ave is 31 mph. No D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. None of the criteria B, C.1, and C.2 are satisfied to 80 percent of the minimum values. No Source: California MUTCD 2003 – Part 2: Signs, Section 2B.07 ---PAGE BREAK--- Barrett Ave and Arlington Blvd Traffic Counts Vehicles Peds Bikes NB SB Total of Both Approcahes 12:00 AM 13 2 15 5 5 1:00 AM 6 2 8 4 4 2:00 AM 3 2 5 2 2 3:00 AM 0 2 2 1 1 4:00 AM 3 1 4 1 1 5:00 AM 5 13 18 11 11 6:00 AM 14 32 46 18 18 7:00 AM 45 190 235 65 3 0 68 8:00 AM 192 285 477 159 4 1 164 9:00 AM 78 161 239 92 92 10:00 AM 71 83 154 59 59 11:00 AM 81 75 156 49 49 12:00 PM 130 78 208 56 56 1:00 PM 94 87 181 70 70 2:00 PM 116 104 220 87 87 3:00 PM 228 105 333 104 104 4:00 PM 277 87 364 64 9 0 73 5:00 PM 334 115 449 81 8 1 90 6:00 PM 249 59 308 75 75 7:00 PM 144 64 208 52 52 8:00 PM 65 25 90 18 18 9:00 PM 55 16 71 23 23 10:00 PM 29 6 35 9 9 11:00 PM 19 3 22 6 6 Major Street Vehicles Hours Minor Street Total EB ---PAGE BREAK--- Queuing and Blocking Report AM Existing 1/17/2011 SimTraffic Report JL Page 4 Intersection: 1: Barrett Ave & Arlington Blvd Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 22 52 96 Average Queue (ft) 13 36 58 95th Queue (ft) 31 50 93 Link Distance (ft) 709 855 491 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 2: Cutting Blvd & Arlington Blvd Movement EB NB SB Directions Served LTR LTR LTR Maximum Queue (ft) 31 116 166 Average Queue (ft) 12 71 93 95th Queue (ft) 38 122 163 Link Distance (ft) 787 365 855 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 4: Central Ave & Ashbury Ave Movement EB NB Directions Served LR LT Maximum Queue (ft) 78 97 Average Queue (ft) 63 36 95th Queue (ft) 83 96 Link Distance (ft) 460 485 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 ---PAGE BREAK--- Queuing and Blocking Report PM Existing 1/17/2011 SimTraffic Report Page 4 Intersection: 1: Barrett Ave & Arlington Blvd Movement NB SB Directions Served LT TR Maximum Queue (ft) 56 75 Average Queue (ft) 46 58 95th Queue (ft) 65 85 Link Distance (ft) 855 491 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 2: Cutting Blvd & Arlington Blvd Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 77 20 55 116 Average Queue (ft) 32 4 48 57 95th Queue (ft) 81 17 62 109 Link Distance (ft) 787 587 365 855 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 4: Central Ave & Ashbury Ave Movement EB NB Directions Served LR LT Maximum Queue (ft) 54 53 Average Queue (ft) 43 39 95th Queue (ft) 60 56 Link Distance (ft) 466 510 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 ---PAGE BREAK--- Queuing and Blocking Report AM Proposed 1/17/2011 SimTraffic Report Page 4 Intersection: 1: Barrett Ave & Arlington Blvd Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 78 55 55 Average Queue (ft) 50 36 45 95th Queue (ft) 79 52 63 Link Distance (ft) 709 855 491 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 2: Cutting Blvd & Arlington Blvd Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 55 79 78 96 Average Queue (ft) 49 50 45 66 95th Queue (ft) 64 80 76 108 Link Distance (ft) 787 587 365 855 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 4: Central Ave & Ashbury Ave Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 77 78 55 Average Queue (ft) 60 61 54 95th Queue (ft) 83 79 55 Link Distance (ft) 460 485 506 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 ---PAGE BREAK--- Queuing and Blocking Report PM Proposed 1/17/2011 SimTraffic Report Page 4 Intersection: 1: Barrett Ave & Arlington Blvd Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 31 70 56 Average Queue (ft) 24 44 45 95th Queue (ft) 44 70 65 Link Distance (ft) 709 855 491 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 2: Cutting Blvd & Arlington Blvd Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 57 72 55 75 Average Queue (ft) 41 53 44 45 95th Queue (ft) 62 74 61 74 Link Distance (ft) 787 587 365 855 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 4: Central Ave & AShbury Ave Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 54 78 68 Average Queue (ft) 48 62 47 95th Queue (ft) 62 77 70 Link Distance (ft) 466 510 493 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 ---PAGE BREAK--- All Way Stop Warrant Analysis DATE STREET 1 STREET 2 DISTANCE DIR FROM INT INJURY VEH 1 MOV VEH 2 MOV LIGHTING COLL TYPE VIOL CAT 05/19/05 ARLINGTON BL BARRETT AV 20 North 0 Straight Stopped Daylight Rear end Unsafe speed 01/05/07 ARLINGTON BL BARRETT AV 16 North 0 Straight Parked Dark‐ str Side swipe Improper turning 01/23/07 ARLINGTON BL BARRETT AV 400 South 0 Other uns Parked Dusk‐dawn Side swipe Improper turning 08/03/07 ARLINGTON BL BARRETT AV 220 South 0 Other uns Parked Daylight Side swipe Improper turning 03/26/09 ARLINGTON BL BARRETT AV 250 South 0 Straight Parked Daylight Side swipe Improper turning 11/07/09 ARLINGTON BL BARRETT 430 North 0 Straight Parked Dark‐ str Side swipe Improper turning 11/21/09 ARLINGTON BL BARRETT AV 256 South 0 Ran off r Not state Daylight Hit object Unsafe speed TJKM AW Stop Collision Data.xlsx ---PAGE BREAK--- Pleasanton 3875 Hopyard Road Suite 200 Pleasanton, CA 94588-8526 [PHONE REDACTED] [PHONE REDACTED] fax Fresno 516 W. Shaw Avenue Suite 200 Fresno, CA 93704-2515 [PHONE REDACTED] [PHONE REDACTED] fax Sacramento 980 Ninth Street 16th Floor Sacramento, CA 95814-2736 [PHONE REDACTED] Santa Rosa 1400 N. Dutton Avenue Suite 21 Santa Rosa, CA 95401-4643 [PHONE REDACTED] [PHONE REDACTED] fax [EMAIL REDACTED] www.tjkm.com TECHNICAL MEMORANDUM Date: September 8, 2011 Project No.: 209-004, T7 To: Yvetteh Ortiz, PE Engineering Manager City of El Cerrito, Public Works From: Christopher Thnay, PE, AICP Jurisdiction: El Cerrito Subject: Results of multi-way STOP analysis at Ashbury Avenue and Stockton Avenue This technical memorandum documents the findings for multi-way STOP control analysis at the intersection of Ashbury Avenue and Stockton Avenue. Data Collection Detailed data collections were obtained as follows: • Vehicle, pedestrians and bicycle turning movement counts (TMC) for eight hours (7 a.m. to 9 a.m. and noon to 6 p.m.) The detailed count information is contained in Appendix A. All-Way Stop Warrants Analysis The Manual on Uniform Traffic Control Devices (MUTCD) California Edition has the following warrants for all-way stop control: A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left-turn collisions as well as right-angle collisions. C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but 3. If the 85th-percentile approach speed of the major street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. ---PAGE BREAK--- Yvetteh Ortiz, PE September 8, 2011 Page 2 D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. Option: Other criteria that may be considered in an engineering study include: 1. The need to control left-turn conflicts; 2. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; 3. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to safely negotiate the intersection unless conflicting cross traffic is also required to stop; and 4. An intersection of two residential neighborhood collector (through) street of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. TJKM conducted All-Way Stop analysis for the intersection based on the MUTCD criteria. This included collision analysis based on a review of the most current 5-year SWITRS collision database (2005 to 2009). The details are contained in Appendix B. Existing Condition The intersection of Ashbury Avenue and Stockton Avenue is a five legged intersection with the fifth leg being Albermarle Street. Stockton Avenue is uncontrolled and the other three approaches on Ashbury Avenue and Albemarle Street are stop controlled. The intersection is generally level and visibility is clear. Ashbury Avenue and Stockton Avenue are both classified as collector streets, and Albemarle Street is a local street. Also, both Ashbury Avenue and Stockton Avenue are designated as Pedestrian Routes in the City’s Circulation Plan. All three streets are two lane roadways. The estimated ADT of Ashbury Avenue and Stockton Avenue are respectively 4,500 vpd and 5,500 vpd. The highest amount of pedestrians and bicycle traffic that totals 84 occurs during the a.m. peak hour on the south leg of Ashbury Avenue. This is likely school related traffic since there are four schools located nearby - Prospect Sierra Middle School, El Cerrito High School, Fairmount Elementary School and Portola Middle School. Pedestrian and bicycle traffic on the uncontrolled east and wet leg are smaller at less than 10 during the a.m. peak hour. Results of Analysis The following is a summary of the minimum criteria as indicated in the MUTCD: Minimum volumes (8-hour) – not met for both major and minor streets. Volume criteria met for five of 8 hours on the major street and met six hours on the minor street. Collision Criteria (5 or more reported crashes in a 12-month period that are susceptible to correction) - A total of three accidents were reported in a 12-month period. The detailed information and summary of the all-way stop analysis are contained in Appendix B. ---PAGE BREAK--- Yvetteh Ortiz, PE September 8, 2011 Page 3 Note the MUTCD warrants also include the other criteria that may be considered in an engineering study include in Criteria D-3 that states: “ Locations where a road user, after stopping, cannot see conflicting traffic and is not able to safely negotiate the intersection unless conflicting cross traffic is also required to stop;…” It is our understanding that due to the skew of the intersection, sight distance at southeast corner has been reported to be a problem even with removal of vegetation. Also, Criteria D-2 that states: “The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; Note that there are four schools located within a third of a mile from the intersection. In addition, the Community Center, Senior Center, Library, Cerrito Vista Park and Civic Theater are also within walking distance. The presence of these land uses generates high pedestrian traffic that needs to be served safely. In conclusion, due to sight visibility constraints and amount of school age pedestrians in the vicinity and associated issues, an all-way stop control intersection is justified based on MUTCD Other D-2 and D-3Criteria. The detailed information and summary of the all-way stop analysis are contained in Appendix B. Level of Service LOS Analysis The existing peak hour data were analyzed using the software and the level of service (LOS) along with queuing analysis were performed for the existing conditions and the proposed All-Way Stop control. The queuing analysis performed is based on the results of Simtraffic micro- simulation at 95th percentile queuing. The results of the analysis are shown in Table I. Table I: Results of Intersection LOS and Queuing (ft) Analysis Intersection A.M. Peak Hour Existing Two-Way Stop Control Proposed All-Way Stop Control Delay LOS Queuing (ft) Delay LOS Queuing (ft) Ashbury Avenue and Stockton Avenue 28.8 D 139 11.9 B 260 P.M. Peak Hour Existing Two-Way Stop Control Proposed All-Way Stop Control Delay LOS Queuing (ft) Delay LOS Queuing (ft) 22.6 C 127 10.9 B 160 Note: queuing is based on the worst approach queue. The existing intersection will operate at LOS D during the a.m. peak hour as shown in Table I. If converted to All-Way Stop control, the intersection will operate at LOS B during the a.m. and p.m. peak hour. With All-Way Stop control, the estimated maximum queue could be increased from the estimated existing queue of 139 feet to approximately 260 feet during the a.m. peak hour. Therefore, based on the MUTCD Other D-4Criteria, a conversion to multiway stop control would improve the LOS at the intersection. Conclusion: All Way Stop justified based on MUTCD Other D-2and D-3 Criteria. J:\JURISDICTION\E\El Cerrito\209-004 Task 7 Multi-Way Stop Analysis\Report\Ashbury_Stockton\TM 090811 Ashbury_Stockton.docx ---PAGE BREAK--- TJKM Transportation Consultants Appendix A - Vehicle, Pedestrians and Bicycle Counts ---PAGE BREAK--- All Traffic Data (916) 771-8700 File Name : 11-7001-002 ASHBURY-STOCKTON Site Code : 00000000 Start Date : 1/4/2011 Page No : 1 CITY OF EL CERRITO BIKES ON BANK 1 Groups Printed- Unshifted ASHBURY AVE. Southbound STOCKTON AVE. Westbound ASHBURY AVE. Northbound ALBEMARLE ST. Northeastbound STOCKTON AVE. Eastbound Start Time Left Thru Bear Right Right Peds App. Total Left Bear Left Thru Right Peds App. Total Hard Left Left Thru Right Peds App. Total Hard Left Bear Left Bear Right Hard Right Peds App. Total Left Thru Right Hard Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 0 6 2 1 0 9 3 2 19 1 0 25 0 2 7 0 2 9 0 0 1 0 2 1 2 4 7 0 2 13 6 57 63 07:15 0 19 0 1 1 20 4 1 19 2 1 26 0 5 10 2 3 17 0 0 0 0 3 0 0 8 22 1 1 31 9 94 103 07:30 2 27 0 3 0 32 9 1 25 1 0 36 0 7 13 5 7 25 0 0 0 0 7 0 1 11 20 1 4 33 18 126 144 07:45 2 18 0 4 2 24 10 0 33 2 0 45 2 23 12 2 31 39 1 0 0 0 31 1 0 30 42 1 2 73 66 182 248 Total 4 70 2 9 3 85 26 4 96 6 1 132 2 37 42 9 43 90 1 0 1 0 43 2 3 53 91 3 9 150 99 459 558 08:00 1 16 2 4 1 23 11 0 50 3 10 64 0 30 22 10 51 62 2 0 0 1 51 3 4 39 75 2 9 120 122 272 394 08:15 3 25 0 1 4 29 23 8 62 3 1 96 1 32 22 14 6 69 1 2 0 0 6 3 2 35 33 2 5 72 22 269 291 08:30 0 14 0 0 3 14 9 1 31 1 3 42 0 24 14 5 17 43 3 0 0 0 17 3 2 21 20 1 5 44 45 146 191 08:45 1 16 0 4 1 21 11 1 34 2 0 48 0 16 10 2 10 28 0 1 1 0 10 2 1 25 17 0 1 43 22 142 164 Total 5 71 2 9 9 87 54 10 177 9 14 250 1 102 68 31 84 202 6 3 1 1 84 11 9 120 145 5 20 279 [PHONE REDACTED] 12:00 0 4 0 0 1 4 8 1 19 0 3 28 0 12 11 1 1 24 3 1 1 0 1 5 0 27 5 1 0 33 6 94 100 12:15 2 9 0 1 5 12 6 1 26 1 0 34 0 4 15 4 5 23 0 0 1 0 5 1 3 28 12 1 1 44 16 114 130 12:30 0 9 0 1 0 10 3 2 19 1 0 25 0 6 9 2 4 17 1 0 0 0 4 1 0 30 11 1 0 42 8 95 103 12:45 0 9 1 0 2 10 5 1 24 1 2 31 0 8 14 3 3 25 0 0 0 0 3 0 3 24 6 1 2 34 12 100 112 Total 2 31 1 2 8 36 22 5 88 3 5 118 0 30 49 10 13 89 4 1 2 0 13 7 6 109 34 4 3 153 42 403 445 13:00 0 6 0 0 2 6 2 0 22 1 0 25 1 13 12 2 1 28 0 1 0 0 1 1 2 14 4 1 2 21 6 81 87 13:15 1 4 0 1 3 6 4 0 26 5 4 35 0 7 13 2 2 22 1 1 0 0 2 2 1 26 11 3 1 41 12 106 118 13:30 2 7 1 1 1 11 4 1 25 1 0 31 0 6 9 1 1 16 1 0 1 1 1 3 2 27 8 2 1 39 4 100 104 13:45 0 6 0 2 1 8 5 0 13 2 2 20 0 14 13 3 2 30 2 0 1 0 2 3 3 21 10 3 0 37 7 98 105 Total 3 23 1 4 7 31 15 1 86 9 6 111 1 40 47 8 6 96 4 2 2 1 6 9 8 88 33 9 4 138 29 385 414 14:00 2 11 0 1 10 14 8 0 19 2 1 29 0 13 8 4 2 25 1 0 0 0 2 1 0 23 13 1 1 37 16 106 122 14:15 0 14 0 1 1 15 3 0 30 3 4 36 1 26 25 2 10 54 3 2 0 0 10 5 6 22 17 0 8 45 33 155 188 14:30 4 8 0 1 1 13 6 2 23 0 1 31 0 21 16 7 3 44 0 0 0 0 3 0 5 23 13 1 3 42 11 130 141 14:45 0 14 1 2 0 17 9 0 29 2 0 40 0 20 11 7 1 38 1 0 1 0 1 2 4 39 8 2 2 53 4 150 154 Total 6 47 1 5 12 59 26 2 101 7 6 136 1 80 60 20 16 161 5 2 1 0 16 8 15 107 51 4 14 177 64 541 605 15:00 0 10 0 0 6 10 8 2 29 5 3 44 0 22 13 4 0 39 0 0 0 0 0 0 4 28 11 0 5 43 14 136 150 15:15 3 7 0 3 1 13 7 3 31 7 1 48 0 27 26 6 2 59 0 1 0 1 2 2 4 37 16 0 1 57 7 179 186 15:30 0 12 0 0 17 12 6 0 27 0 2 33 0 20 17 8 3 45 0 0 0 0 3 0 1 28 14 0 13 43 38 133 171 15:45 2 8 0 3 1 13 5 0 29 0 2 34 0 16 25 3 5 44 0 0 0 0 5 0 2 27 20 0 1 49 14 140 154 Total 5 37 0 6 25 48 26 5 116 12 8 159 0 85 81 21 10 187 0 1 0 1 10 2 11 120 61 0 20 192 73 588 661 16:00 0 19 1 5 1 25 6 0 29 0 5 35 0 36 47 5 13 88 1 0 0 0 13 1 2 37 20 1 11 60 43 209 252 16:15 0 9 1 3 1 13 4 0 35 2 5 41 0 31 31 2 5 64 0 0 0 0 5 0 5 29 13 1 16 48 32 166 198 16:30 0 5 1 3 2 9 6 0 28 1 1 35 0 13 22 10 0 45 0 2 0 0 0 2 5 36 7 1 3 49 6 140 146 16:45 1 16 1 1 3 19 8 0 29 1 2 38 0 11 29 4 2 44 0 0 0 0 2 0 3 34 12 2 0 51 9 152 161 Total 1 49 4 12 7 66 24 0 121 4 13 149 0 91 129 21 20 241 1 2 0 0 20 3 15 136 52 5 30 208 90 667 757 17:00 0 12 1 2 1 15 6 0 27 1 0 34 0 31 23 8 2 62 0 0 0 0 2 0 5 48 8 2 2 63 7 174 181 17:15 0 10 1 1 0 12 9 1 29 2 1 41 0 24 43 8 2 75 0 1 0 0 2 1 4 37 17 1 0 59 5 188 193 17:30 0 9 2 1 0 12 8 1 33 1 0 43 0 41 34 8 3 83 1 1 0 0 3 2 4 40 23 0 0 67 6 207 213 17:45 3 11 2 0 0 16 8 1 11 2 0 22 0 19 21 6 0 46 1 0 0 0 0 1 9 20 14 2 0 45 0 130 130 Total 3 42 6 4 1 55 31 3 100 6 1 140 0 115 121 30 7 266 2 2 0 0 7 4 22 145 62 5 2 234 18 699 717 Grand Total 29 370 17 51 72 467 224 30 885 56 54 1195 5 580 597 [PHONE REDACTED] 23 13 7 3 199 46 89 878 529 35 102 1531 626 4571 5197 % 6.2 79.2 3.6 10.9 18.7 2.5 74.1 4.7 0.4 43.5 44.8 11.3 50 28.3 15.2 6.5 5.8 57.3 34.6 2.3 Total % 0.6 8.1 0.4 1.1 10.2 4.9 0.7 19.4 1.2 26.1 0.1 12.7 13.1 3.3 29.1 0.5 0.3 0.2 0.1 1 1.9 19.2 11.6 0.8 33.5 12 88 ASHBURY AVE. Southbound STOCKTON AVE. Westbound ASHBURY AVE. Northbound ALBEMARLE ST. Northeastbound STOCKTON AVE. Eastbound Start Time Left Thru Bear Right Righ t App. Total Left Bear Left Thru Righ t App. Total Hard Left Left Thru Righ t App. Total Hard Left Bear Left Bear Right Hard Right App. Total Left Thru Righ t Hard Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 07:45 2 18 0 4 24 10 0 33 2 45 2 23 12 2 39 1 0 0 0 1 0 30 42 1 73 182 08:00 1 16 2 4 23 11 0 50 3 64 0 30 22 10 62 2 0 0 1 3 4 39 75 2 120 272 08:15 3 25 0 1 29 23 8 62 3 96 1 32 22 14 69 1 2 0 0 3 2 35 33 2 72 269 08:30 0 14 0 0 14 9 1 31 1 42 0 24 14 5 43 3 0 0 0 3 2 21 20 1 44 146 Total Volume 6 73 2 9 90 53 9 176 9 247 3 109 70 31 213 7 2 0 1 10 8 125 170 6 309 869 ---PAGE BREAK--- % App. Total 6.7 81.1 2.2 10 21.5 3.6 71.3 3.6 1.4 51.2 32.9 14.6 70 20 0 10 2.6 40.5 55 1.9 PHF .500 .730 .250 .563 .776 .576 .281 .710 .750 .643 .375 .852 .795 .554 .772 .583 .250 .000 .250 .833 .500 .801 .567 .750 .644 .799 ASHBURY AVE. STOCKTON AVE. STOCKTON AVE. ALBEMARLE ST. ASHBURY AVE. Right 9 Bear Right 2 Thru 73 Left 6 In Out Total 89 90 179 Right 9 Thru 176 Bear Left 9 Left 53 Out Total In 162 247 409 Hard Left 3 Left 109 Thru 70 Right 31 Out Total In 297 213 510 Hard Left 7 Bear Left 2 Bear Right 0 Hard Right 1 Out 20 In 10 Total 30 Left 8 Thru 125 Right 170 Hard Right 6 Total Out In 301 309 610 Peak Hour Begins at 07:45 Unshifted Peak Hour Data North Peak Hour Analysis From 12:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:45 16:45 1 16 1 1 19 8 0 29 1 38 0 11 29 4 44 0 0 0 0 0 3 34 12 2 51 152 17:00 0 12 1 2 15 6 0 27 1 34 0 31 23 8 62 0 0 0 0 0 5 48 8 2 63 174 17:15 0 10 1 1 12 9 1 29 2 41 0 24 43 8 75 0 1 0 0 1 4 37 17 1 59 188 17:30 0 9 2 1 12 8 1 33 1 43 0 41 34 8 83 1 1 0 0 2 4 40 23 0 67 207 Total Volume 1 47 5 5 58 31 2 118 5 156 0 107 129 28 264 1 2 0 0 3 16 159 60 5 240 721 % App. Total 1.7 81 8.6 8.6 19.9 1.3 75.6 3.2 0 40.5 48.9 10.6 33.3 66.7 0 0 6.7 66.2 25 2.1 PHF .250 .734 .625 .625 .763 .861 .500 .894 .625 .907 .000 .652 .750 .875 .795 .250 .500 .000 .000 .375 .800 .828 .652 .625 .896 .871 ---PAGE BREAK--- All Traffic Data (916) 771-8700 File Name : 11-7001-002 ASHBURY-STOCKTON Site Code : 00000000 Start Date : 1/4/2011 Page No : 3 CITY OF EL CERRITO BIKES ON BANK 1 ASHBURY AVE. STOCKTON AVE. STOCKTON AVE. ALBEMARLE ST. ASHBURY AVE. Right 5 Bear Right 5 Thru 47 Left 1 In Out Total 152 58 210 Right 5 Thru 118 Bear Left 2 Left 31 Out Total In 188 156 344 Hard Left 0 Left 107 Thru 129 Right 28 Out Total In 138 264 402 Hard Left 1 Bear Left 2 Bear Right 0 Hard Right 0 Out 12 In 3 Total 15 Left 16 Thru 159 Right 60 Hard Right 5 Total Out In 231 240 471 Peak Hour Begins at 16:45 Unshifted Peak Hour Data North ---PAGE BREAK--- Start: End: AM 7:00 9:00 NOON 12:00 15:00 PM 15:00 18:00 DAY: 12 27 33 AM NOON PM PM 52 15 AM NOON 21 17 NOON AM 29 22 PM E A S T L E G N O R T H L E G PREPARED BY NATIONAL DATA & SURVEYING SERVICES DATE: Pedestrian Count N/S Street: ASHBURY AVE. S O U T H L E G PROJECT#: 11-7001-002 E/W Street: W E S T L E G STOCKTON AVE. CITY: El Cerrito 1/4/2011 Tuesday 127 35 37 AM NOON PM ---PAGE BREAK--- Start: End: AM 7:00 9:00 NOON 12:00 15:00 PM 15:00 18:00 DAY: 2 1 3 AM NOON PM PM 4 5 AM NOON 5 6 NOON AM 3 13 PM S O U T H L E G PROJECT#: 11-7001-002 E/W Street: W E S T L E G STOCKTON AVE. CITY: El Cerrito 1/4/2011 Tuesday E A S T L E G N O R T H L E G PREPARED BY NATIONAL DATA & SURVEYING SERVICES DATE: Bicycle Count N/S Street: ASHBURY AVE. 2 1 2 AM NOON PM ---PAGE BREAK--- PROJECT#: N/S Street: E/W Street: DATE: DAY: CITY: A M PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 7:00 AM 0 2 0 2 7:00 AM 1 0 0 0 7:15 AM 1 3 1 1 7:15 AM 0 0 0 0 7:30 AM 0 7 0 4 7:30 AM 0 0 2 0 7:45 AM 2 31 0 2 7:45 AM 0 0 1 0 8:00 AM 1 51 10 9 8:00 AM 0 0 0 1 8:15 AM 4 6 1 5 8:15 AM 1 0 0 1 8:30 AM 3 17 3 5 8:30 AM 0 1 0 0 8:45 AM 1 10 0 1 8:45 AM 0 1 2 1 TOTALS 12 127 15 29 TOTALS 2 2 5 3 N O O N PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 12:00 PM 1 1 3 0 12:00 PM 0 0 0 0 12:15 PM 5 5 0 1 12:15 PM 0 1 0 0 12:30 PM 0 4 0 0 12:30 PM 0 0 0 0 12:45 PM 2 3 2 2 12:45 PM 0 0 0 0 1:00 PM 2 1 0 2 1:00 PM 0 0 1 2 1:15 PM 3 2 4 1 1:15 PM 0 0 0 1 1:30 PM 1 1 0 1 1:30 PM 0 0 0 1 1:45 PM 1 2 2 0 1:45 PM 0 0 0 0 2:00 PM 10 2 1 1 2:00 PM 1 0 0 0 2:15 PM 1 10 4 8 2:15 PM 0 0 2 1 2:30 PM 1 3 1 3 2:30 PM 0 0 3 0 2:45 PM 0 1 0 2 2:45 PM 0 0 0 0 El Cerrito Tuesday PREPARED BY NATIONAL DATA & SURVEYING SERVICES 11-7001-002 ASHBURY AVE. STOCKTON AVE. 1/4/2011 TOTALS 27 35 17 21 TOTALS 1 1 6 5 P M PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 3:00 PM 6 0 3 5 3:00 PM 0 0 0 0 3:15 PM 1 2 1 1 3:15 PM 1 0 1 1 3:30 PM 17 3 2 13 3:30 PM 0 0 3 0 3:45 PM 1 5 2 1 3:45 PM 0 0 0 0 4:00 PM 1 13 5 11 4:00 PM 0 0 1 0 4:15 PM 1 5 5 16 4:15 PM 1 0 1 1 4:30 PM 2 0 1 3 4:30 PM 0 0 1 1 4:45 PM 3 2 2 0 4:45 PM 0 0 1 0 5:00 PM 1 2 0 2 5:00 PM 0 1 1 0 5:15 PM 0 2 1 0 5:15 PM 1 1 4 1 5:30 PM 0 3 0 0 5:30 PM 0 0 0 0 5:45 PM 0 0 0 0 5:45 PM 0 0 0 0 TOTALS 33 37 22 52 TOTALS 3 2 13 4 ---PAGE BREAK--- Start: End: AM 7:00 9:00 NOON 12:00 15:00 PM 15:00 18:00 DAY: 0 0 0 AM NOON PM PM 0 0 AM NOON 0 0 NOON AM 0 0 PM S O U T H L E G PROJECT#: 11-7001-002 E/W Street: W E S T L E G STOCKTON AVE. CITY: El Cerrito 1/4/2011 Tuesday E A S T L E G N O R T H L E G PREPARED BY NATIONAL DATA & SURVEYING SERVICES DATE: Pedestrian Count N/S Street: ALBEMARLE ST. 127 35 37 AM NOON PM ---PAGE BREAK--- Start: End: AM 7:00 9:00 NOON 12:00 15:00 PM 15:00 18:00 DAY: 0 0 0 AM NOON PM PM 0 0 AM NOON 0 0 NOON AM 0 0 PM E A S T L E G N O R T H L E G PREPARED BY NATIONAL DATA & SURVEYING SERVICES DATE: Bicycle Count N/S Street: ALBEMARLE ST. S O U T H L E G PROJECT#: 11-7001-002 E/W Street: W E S T L E G STOCKTON AVE. CITY: El Cerrito 1/4/2011 Tuesday 2 1 2 AM NOON PM ---PAGE BREAK--- PROJECT#: N/S Street: E/W Street: DATE: DAY: CITY: A M PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 7:00 AM 2 7:00 AM 0 7:15 AM 3 7:15 AM 0 7:30 AM 7 7:30 AM 0 7:45 AM 31 7:45 AM 0 8:00 AM 51 8:00 AM 0 8:15 AM 6 8:15 AM 0 8:30 AM 17 8:30 AM 1 8:45 AM 10 8:45 AM 1 TOTALS 0 127 0 0 TOTALS 0 2 0 0 N O O N PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 12:00 PM 1 12:00 PM 0 12:15 PM 5 12:15 PM 1 12:30 PM 4 12:30 PM 0 12:45 PM 3 12:45 PM 0 1:00 PM 1 1:00 PM 0 1:15 PM 2 1:15 PM 0 1:30 PM 1 1:30 PM 0 1:45 PM 2 1:45 PM 0 2:00 PM 2 2:00 PM 0 2:15 PM 10 2:15 PM 0 2:30 PM 3 2:30 PM 0 2:45 PM 1 2:45 PM 0 El Cerrito Tuesday PREPARED BY NATIONAL DATA & SURVEYING SERVICES 11-7001-002 ALBEMARLE ST. STOCKTON AVE. 1/4/2011 TOTALS 0 35 0 0 TOTALS 0 1 0 0 P M PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 3:00 PM 0 3:00 PM 0 3:15 PM 2 3:15 PM 0 3:30 PM 3 3:30 PM 0 3:45 PM 5 3:45 PM 0 4:00 PM 13 4:00 PM 0 4:15 PM 5 4:15 PM 0 4:30 PM 0 4:30 PM 0 4:45 PM 2 4:45 PM 0 5:00 PM 2 5:00 PM 1 5:15 PM 2 5:15 PM 1 5:30 PM 3 5:30 PM 0 5:45 PM 0 5:45 PM 0 TOTALS 0 37 0 0 TOTALS 0 2 0 0 ---PAGE BREAK--- TJKM Transportation Consultants Appendix B - All Way Stop Warrants Analysis - Collision Analysis based on SWITRS Data (2005 – 2009) ---PAGE BREAK--- Table III: Ashbury Ave and Stockton Ave Multi-way Stop Warrant Analysis CA MUTCD Multiway Stop Installation Guidance Comment Warrant Met? A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. Based on the hourly volume from ADT counts at this intersection, signal warrants were not met. No B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left- turn collisions as well as right-angle collisions. A maximum of three accidents were reported in a 12-month period. No C. Minimum Volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and Five peak hour volumes exceed 300 vph based on ADT counts No 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but Six hourly counts exceeded 200 vehicles on the minor street. The highest peak hour volume is approximately 385 vehicles. No 3. If the 85th-percentile approach speed of the major-street traffic exceeds 65 km/h or exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. The the 85th-percentile of Stockton Ave is 28 mph. No D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. None of the criteria B, C.1, and C.2 are satisfied to 80 percent of the minimum values. No Source: California MUTCD 2003 – Part 2: Signs, Section 2B.07 ---PAGE BREAK--- Ashbury Ave and Stockton Ave Traffic Counts EB WB Total of Both Approcahes NB SB NB SB NB SB Northeast 12:00 AM 1:00 AM 2:00 AM 3 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 150 132 282 90 85 43 3 0 1 222 2 8:00 AM 279 250 529 202 87 84 9 2 1 385 11 9:00 AM 0 10:00 AM 0 11:00 AM 0 12:00 PM 153 118 271 89 36 13 8 1 0 147 7 1:00 PM 138 111 249 96 31 6 7 0 0 140 9 2:00 PM 177 136 313 161 59 16 12 0 1 249 8 3:00 PM 192 159 351 187 48 10 25 0 1 271 2 4:00 PM 208 149 357 241 66 20 7 0 1 335 3 5:00 PM 234 140 374 266 55 7 1 2 1 332 4 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM Major Street Minor Street Hours Vehicles Peds Bikes Total of Both Approcahes Vehicles ---PAGE BREAK--- Queuing and Blocking Report AM Existing 1/17/2011 SimTraffic Report Page 4 Intersection: 3: Stockton Ave & Ashbury Ave Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 51 31 148 31 Average Queue (ft) 16 18 82 31 95th Queue (ft) 51 43 139 31 Link Distance (ft) 4 663 454 439 Upstream Blk Time 1 Queuing Penalty (veh) 3 Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 5: Stockton Ave & Movement NB Directions Served LR Maximum Queue (ft) 29 Average Queue (ft) 6 95th Queue (ft) 25 Link Distance (ft) 209 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 3 ---PAGE BREAK--- Queuing and Blocking Report PM Existing 1/17/2011 SimTraffic Report Page 4 Intersection: 3: Stockton Ave & Ashbury Ave Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 53 31 115 31 Average Queue (ft) 17 12 79 12 95th Queue (ft) 52 37 127 37 Link Distance (ft) 4 663 454 439 Upstream Blk Time 1 Queuing Penalty (veh) 2 Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 5: Stockton Ave & Movement EB WB NB Directions Served TR LT LR Maximum Queue (ft) 31 54 30 Average Queue (ft) 6 21 6 95th Queue (ft) 26 65 26 Link Distance (ft) 360 4 209 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 2 ---PAGE BREAK--- Queuing and Blocking Report AM Proposed 1/17/2011 SimTraffic Report Page 4 Intersection: 3: Stockton Ave & Ashbury Ave Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 31 233 109 31 Average Queue (ft) 31 126 75 31 95th Queue (ft) 31 260 109 31 Link Distance (ft) 4 663 454 439 Upstream Blk Time 17 Queuing Penalty (veh) 51 Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 5: Stockton Ave & Movement EB WB NB Directions Served TR LT LR Maximum Queue (ft) 92 31 29 Average Queue (ft) 62 31 6 95th Queue (ft) 97 31 25 Link Distance (ft) 360 4 209 Upstream Blk Time 12 Queuing Penalty (veh) 37 Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 88 ---PAGE BREAK--- Queuing and Blocking Report PM Proposed 1/17/2011 SimTraffic Report Page 4 Intersection: 3: Stockton Ave & Ashbury Ave Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 55 55 163 31 Average Queue (ft) 40 44 88 12 95th Queue (ft) 59 63 160 37 Link Distance (ft) 4 663 454 439 Upstream Blk Time 14 Queuing Penalty (veh) 33 Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 5: Stockton Ave & Movement EB WB NB Directions Served TR LT LR Maximum Queue (ft) 99 54 30 Average Queue (ft) 61 44 6 95th Queue (ft) 109 61 26 Link Distance (ft) 360 4 209 Upstream Blk Time 9 Queuing Penalty (veh) 20 Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 53 ---PAGE BREAK--- All Way Stop Warrant Analysis DATE STREET 1 STREET 2 DISTANCE DIR FROM INT INJURY VEH 1 MOV VEH 2 MOV LIGHTING COLL TYPE VIOL CAT DATE STREET 1 STREET 2 DISTANCE DIR FROM INT INJURY VEH 1 MOV VEH 2 MOV LIGHTING COLL TYPE VIOL CAT 02/12/06 STOCKTON AV ASHBURY AV 0 Not stated 0 Straight Straight Daylight Broadside Auto right‐of‐way 08/09/06 STOCKTON AV ASHBURY AV 0 Not stated 0 Straight Straight Daylight Broadside Auto right‐of‐way 05/09/09 STOCKTON AV ASHBURY AV 0 Not stated 0 Straight Straight Daylight Broadside Auto right‐of‐way TJKM AW Stop Collision Data.xlsx ---PAGE BREAK--- Pleasanton 3875 Hopyard Road Suite 200 Pleasanton, CA 94588-8526 [PHONE REDACTED] [PHONE REDACTED] fax Fresno 516 W. Shaw Avenue Suite 200 Fresno, CA 93704-2515 [PHONE REDACTED] [PHONE REDACTED] fax Sacramento 980 Ninth Street 16th Floor Sacramento, CA 95814-2736 [PHONE REDACTED] Santa Rosa 1400 N. Dutton Avenue Suite 21 Santa Rosa, CA 95401-4643 [PHONE REDACTED] [PHONE REDACTED] fax [EMAIL REDACTED] www.tjkm.com TECHNICAL MEMORANDUM Date: September 8, 2011 Project No.: 209-004, T7 To: Yvetteh Ortiz, PE Engineering Manager City of El Cerrito, Public Works From: Christopher Thnay, PE, AICP Jurisdiction: El Cerrito Subject: Results of multi-way STOP analysis at Ashbury Avenue and Central Avenue This technical memorandum documents the findings for multi-way STOP control analysis at the intersection of Ashbury Avenue and Central Avenue. Data Collection Detailed data collections were obtained as follows: • Vehicle, pedestrians and bicycle turning movement counts (TMC) for eight hours (7 a.m. to 9 a.m. and noon to 6 p.m.) The detailed count information is contained in Appendix A. All-Way Stop Warrants Analysis The Manual on Uniform Traffic Control Devices (MUTCD) California Edition has the following warrants for all-way stop control: A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left- turn collisions as well as right-angle collisions. C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but 3. If the 85th-percentile approach speed of the major street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. ---PAGE BREAK--- Yvetteh Ortiz, PE September 8, 2011 Page 2 D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. Option: Other criteria that may be considered in an engineering study include: 1. The need to control left-turn conflicts; 2. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; 3. Locations where a road user, after stopping, cannot see conflicting traffic and is not able to safely negotiate the intersection unless conflicting cross traffic is also required to stop; and 4. An intersection of two residential neighborhood collector (through) street of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. TJKM conducted All-Way Stop analysis for the intersection based on the MUTCD criteria. This included collision analysis based on a review of the most current 5-year SWITRS collision database (2005 to 2009). The details are contained in Appendix B. Existing Condition The intersection of Ashbury Avenue and Central Avenue is a T-intersection. Ashbury Avenue is classified as collector and Central Avenue as a local street in this area. Both streets are designated as Pedestrian Routes in the City’s Circulation Plan. The intersection is located approximately 640 feet to the south of the entrance to El Cerrito High School. Harding Elementary School is also located nearby. Both streets are two-lane roadways with on-street parking. Ladder stripped crosswalks exist on both the north and south leg of the intersection on Ashbury Avenue. The intersection sight distance is clear on all three approaches. The estimated ADT of Ashbury Avenue and Central Avenue are respectively 6,000 vpd and 5,600 vpd. The highest amount of pedestrians and bicycle traffic during the a.m. peak hour is approximately 43 on the south leg of Ashbury Avenue. The highest pedestrians and bicycle traffic during the p.m. peak hour is approximately 59 on the north leg of Ashbury Avenue. Results of Analysis The following is a summary of the minimum criteria as indicated in the MUTCD: Minimum volumes (8-hour) – not met for both major and minor streets. Volume criteria met for six of eight hours on the major street and met two hours on the minor street. Collision Criteria (5 or more reported crashes in a 12- month period that are susceptible to correction) - A total of two accidents were reported in a 12-month period. Not met. Note the MUTCD warrants also include the other criteria that may be considered in an engineering study such as Criteria D-2 which states: “The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes; As noted above, there are two schools located near the intersection. Due to the amount of school age Ashbury Ave Central Ave ---PAGE BREAK--- Yvetteh Ortiz, PE September 8, 2011 Page 3 pedestrians in the vicinity and associated issues, an all-way stop control intersection is justified based on MUTCD Other D-2 Criteria. The detailed information and summary of the all-way stop analysis are contained in Appendix B. Level of Service LOS Analysis The existing peak hour data were analyzed using the software and the level of service (LOS) along with queuing analysis were performed for the existing conditions and the proposed All-Way Stop control. The queuing analysis performed is based on the results of Simtraffic micro- simulation at 95th percentile queuing. The results of the analysis are shown in Table I. Table I: Results of Intersection LOS and Queuing (ft) Analysis Intersection A.M. Peak Hour Existing Two-Way Stop Control Proposed All-Way Stop Control Delay LOS Queuing (ft) Delay LOS Queuing (ft) Ashbury Avenue and Central Avenue 19.0 C 96 11.0 B 83 P.M. Peak Hour Existing Two-Way Stop Control Proposed All-Way Stop Control Delay LOS Queuing (ft) Delay LOS Queuing (ft) 12.8 B 60 10.8 B 77 Note: queuing is based on the worst approach queue. Both streets function like residential collectors. The existing intersection operates at LOS C during the a.m. peak hour as shown in Table I. If converted to All-Way Stop control, the intersection will operate at LOS B during the a.m. and p.m. peak hour. With All-Way Stop control, the estimated maximum queue would be reduced from the estimated existing queue of 96 feet to approximately 83 feet during the a.m. peak hour (approximately 14 percent decrease). Therefore, based on the MUTCD Other D-4Criteria, a conversion to multiway stop control would improve traffic operational characteristics of the intersection. Conclusion: All Way Stop justified based on MUTCD Other D-2 and D-4 Criteria. J:\JURISDICTION\E\El Cerrito\209-004 Task 7 Multi-Way Stop Analysis\Report\Ashbury_Central\TM 090811 Ashbury_Central.docx ---PAGE BREAK--- TJKM Transportation Consultants Appendix A - Vehicle, Pedestrians and Bicycle Counts ---PAGE BREAK--- All Traffic Data (916) 771-8700 File Name : 11-7001-001 ASHBURY-CENTRAL Site Code : 00000000 Start Date : 1/4/2011 Page No : 1 CITY OF EL CERRITO BIKES ON BANK 1 Groups Printed- Unshifted ASHBURY AVE. Southbound Westbound ASHBURY AVE. Northbound CENTRAL AVE. Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 07:00 0 10 5 1 15 0 0 0 0 0 19 7 0 0 26 4 0 7 0 11 1 52 53 07:15 0 29 5 1 34 0 0 0 0 0 25 10 0 1 35 8 0 11 2 19 4 88 92 07:30 0 48 11 3 59 0 0 0 0 0 56 17 0 5 73 9 0 30 0 39 8 171 179 07:45 0 26 18 11 44 0 0 0 0 0 37 28 0 12 65 22 0 16 3 38 26 147 173 Total 0 113 39 16 152 0 0 0 0 0 137 62 0 18 199 43 0 64 5 107 39 458 497 08:00 0 34 38 12 72 0 0 0 0 0 47 22 0 12 69 31 0 27 1 58 25 199 224 08:15 0 65 30 6 95 0 0 0 0 0 50 29 0 6 79 28 0 30 0 58 12 232 244 08:30 0 39 11 4 50 0 0 0 0 0 50 23 0 6 73 7 0 28 1 35 11 158 169 08:45 0 31 5 2 36 0 0 0 0 0 28 16 0 1 44 7 0 26 1 33 4 113 117 Total 0 169 84 24 253 0 0 0 0 0 175 90 0 25 265 73 0 111 3 184 52 702 754 12:00 0 16 5 0 21 0 0 0 0 0 19 21 0 1 40 7 0 28 0 35 1 96 97 12:15 0 29 4 1 33 0 0 0 0 0 23 21 0 0 44 5 0 21 5 26 6 103 109 12:30 0 16 6 0 22 0 0 0 0 0 13 14 0 0 27 13 0 21 2 34 2 83 85 12:45 0 27 5 0 32 0 0 0 0 0 23 27 0 0 50 11 0 25 0 36 0 118 118 Total 0 88 20 1 108 0 0 0 0 0 78 83 0 1 161 36 0 95 7 131 9 400 409 13:00 0 18 4 1 22 0 0 0 0 0 24 24 0 2 48 5 0 19 2 24 5 94 99 13:15 0 18 7 0 25 0 0 0 0 0 24 16 0 2 40 7 0 14 0 21 2 86 88 13:30 0 24 4 0 28 0 0 0 0 0 20 12 0 2 32 7 0 24 1 31 3 91 94 13:45 0 27 8 0 35 0 0 0 0 0 27 21 0 0 48 17 0 16 2 33 2 116 118 Total 0 87 23 1 110 0 0 0 0 0 95 73 0 6 168 36 0 73 5 109 12 387 399 14:00 0 25 13 0 38 0 0 0 0 0 30 25 0 1 55 18 0 24 2 42 3 135 138 14:15 0 26 14 22 40 0 0 0 0 0 24 24 0 5 48 14 0 25 9 39 36 127 163 14:30 0 27 4 1 31 0 0 0 0 0 20 34 0 1 54 7 0 30 6 37 8 122 130 14:45 0 39 5 5 44 0 0 0 0 0 39 25 0 0 64 18 0 18 0 36 5 144 149 Total 0 117 36 28 153 0 0 0 0 0 113 108 0 7 221 57 0 97 17 154 52 528 580 15:00 0 27 7 4 34 0 0 0 0 0 34 28 0 2 62 7 0 32 1 39 7 135 142 15:15 0 27 7 6 34 0 0 0 0 0 35 44 0 2 79 23 0 30 4 53 12 166 178 15:30 0 25 4 12 29 0 0 0 0 0 24 35 0 1 59 12 0 30 6 42 19 130 149 15:45 0 25 11 4 36 0 0 0 0 0 30 40 0 3 70 29 0 30 1 59 8 165 173 Total 0 104 29 26 133 0 0 0 0 0 123 147 0 8 270 71 0 122 12 193 46 596 642 16:00 0 21 24 25 45 0 0 0 0 0 33 37 0 15 70 20 0 30 9 50 49 165 214 16:15 0 33 10 13 43 0 0 0 0 0 25 50 0 4 75 14 0 32 0 46 17 164 181 16:30 0 27 3 1 30 0 0 0 0 0 26 44 0 0 70 6 0 35 1 41 2 141 143 ---PAGE BREAK--- All Traffic Data (916) 771-8700 File Name : 11-7001-001 ASHBURY-CENTRAL Site Code : 00000000 Start Date : 1/4/2011 Page No : 2 CITY OF EL CERRITO BIKES ON BANK 1 Groups Printed- Unshifted ASHBURY AVE. Southbound Westbound ASHBURY AVE. Northbound CENTRAL AVE. Eastbound Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Exclu. Total Inclu. Total Int. Total 16:45 0 28 5 4 33 0 0 0 0 0 31 48 0 2 79 8 0 41 1 49 7 161 168 Total 0 109 42 43 151 0 0 0 0 0 115 179 0 21 294 48 0 138 11 186 75 631 706 17:00 0 30 3 6 33 0 0 0 0 0 28 52 0 3 80 14 0 48 2 62 11 175 186 17:15 0 29 12 4 41 0 0 0 0 0 28 75 0 0 103 13 0 39 1 52 5 196 201 17:30 0 37 9 2 46 0 0 0 0 0 23 43 0 1 66 17 0 33 3 50 6 162 168 17:45 0 28 5 1 33 0 0 0 0 0 21 38 0 0 59 12 0 28 2 40 3 132 135 Total 0 124 29 13 153 0 0 0 0 0 100 208 0 4 308 56 0 148 8 204 25 665 690 Grand Total 0 911 [PHONE REDACTED] 0 0 0 0 0 936 950 0 90 1886 420 0 848 68 1268 310 4367 4677 % 0 75.1 24.9 0 0 0 49.6 50.4 0 33.1 0 66.9 Total % 0 20.9 6.9 27.8 0 0 0 0 21.4 21.8 0 43.2 9.6 0 19.4 29 6.6 93.4 ASHBURY AVE. Southbound Westbound ASHBURY AVE. Northbound CENTRAL AVE. Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 07:30 0 48 11 59 0 0 0 0 56 17 0 73 9 0 30 39 171 07:45 0 26 18 44 0 0 0 0 37 28 0 65 22 0 16 38 147 08:00 0 34 38 72 0 0 0 0 47 22 0 69 31 0 27 58 199 08:15 0 65 30 95 0 0 0 0 50 29 0 79 28 0 30 58 232 Total Volume 0 173 97 270 0 0 0 0 190 96 0 286 90 0 103 193 749 % App. Total 0 64.1 35.9 0 0 0 66.4 33.6 0 46.6 0 53.4 PHF .000 .665 .638 .711 .000 .000 .000 .000 .848 .828 .000 .905 .726 .000 .858 .832 .807 ---PAGE BREAK--- All Traffic Data (916) 771-8700 File Name : 11-7001-001 ASHBURY-CENTRAL Site Code : 00000000 Start Date : 1/4/2011 Page No : 3 CITY OF EL CERRITO BIKES ON BANK 1 ASHBURY AVE. CENTRAL AVE. ASHBURY AVE. Right 97 Thru 173 Left 0 In Out Total 186 270 456 Right 0 Thru 0 Left 0 Out Total In 0 0 0 Left 190 Thru 96 Right 0 Out Total In 276 286 562 Left 90 Thru 0 Right 103 Total Out In 287 193 480 Peak Hour Begins at 07:30 Unshifted Peak Hour Data North ---PAGE BREAK--- All Traffic Data (916) 771-8700 File Name : 11-7001-001 ASHBURY-CENTRAL Site Code : 00000000 Start Date : 1/4/2011 Page No : 4 CITY OF EL CERRITO BIKES ON BANK 1 ASHBURY AVE. Southbound Westbound ASHBURY AVE. Northbound CENTRAL AVE. Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 12:00 to 17:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 16:45 16:45 0 28 5 33 0 0 0 0 31 48 0 79 8 0 41 49 161 17:00 0 30 3 33 0 0 0 0 28 52 0 80 14 0 48 62 175 17:15 0 29 12 41 0 0 0 0 28 75 0 103 13 0 39 52 196 17:30 0 37 9 46 0 0 0 0 23 43 0 66 17 0 33 50 162 Total Volume 0 124 29 153 0 0 0 0 110 218 0 328 52 0 161 213 694 % App. Total 0 81 19 0 0 0 33.5 66.5 0 24.4 0 75.6 PHF .000 .838 .604 .832 .000 .000 .000 .000 .887 .727 .000 .796 .765 .000 .839 .859 .885 ---PAGE BREAK--- All Traffic Data (916) 771-8700 File Name : 11-7001-001 ASHBURY-CENTRAL Site Code : 00000000 Start Date : 1/4/2011 Page No : 5 CITY OF EL CERRITO BIKES ON BANK 1 ASHBURY AVE. CENTRAL AVE. ASHBURY AVE. Right 29 Thru 124 Left 0 In Out Total 270 153 423 Right 0 Thru 0 Left 0 Out Total In 0 0 0 Left 110 Thru 218 Right 0 Out Total In 285 328 613 Left 52 Thru 0 Right 161 Total Out In 139 213 352 Peak Hour Begins at 16:45 Unshifted Peak Hour Data North ---PAGE BREAK--- Start: End: AM 7:00 9:00 NOON 12:00 15:00 PM 15:00 18:00 DAY: 40 30 82 AM NOON PM PM 31 0 AM NOON 29 0 NOON AM 8 0 PM S O U T H L E G PROJECT#: 11-7001-001 E/W Street: W E S T L E G CENTRAL AVE. CITY: El Cerrito 1/4/2011 Tuesday E A S T L E G N O R T H L E G PREPARED BY NATIONAL DATA & SURVEYING SERVICES DATE: Pedestrian Count N/S Street: ASHBURY AVE. 43 14 33 AM NOON PM ---PAGE BREAK--- Start: End: AM 7:00 9:00 NOON 12:00 15:00 PM 15:00 18:00 DAY: 1 1 2 AM NOON PM PM 7 0 AM NOON 5 0 NOON AM 11 0 PM E A S T L E G N O R T H L E G PREPARED BY NATIONAL DATA & SURVEYING SERVICES DATE: Bicycle Count N/S Street: ASHBURY AVE. S O U T H L E G PROJECT#: 11-7001-001 E/W Street: W E S T L E G CENTRAL AVE. CITY: El Cerrito 1/4/2011 Tuesday 5 4 1 AM NOON PM ---PAGE BREAK--- PROJECT#: N/S Street: E/W Street: DATE: DAY: CITY: A M PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 7:00 AM 1 0 0 0 7:00 AM 0 1 0 0 7:15 AM 1 1 0 2 7:15 AM 0 1 0 2 7:30 AM 3 5 0 0 7:30 AM 0 0 0 0 7:45 AM 11 12 0 3 7:45 AM 0 0 0 2 8:00 AM 12 12 0 1 8:00 AM 0 1 0 1 8:15 AM 6 6 0 0 8:15 AM 0 1 0 2 8:30 AM 4 6 0 1 8:30 AM 0 1 0 2 8:45 AM 2 1 0 1 8:45 AM 1 0 0 2 TOTALS 40 43 0 8 TOTALS 1 5 0 11 N O O N PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 12:00 PM 0 1 0 0 12:00 PM 0 0 0 0 12:15 PM 1 0 0 5 12:15 PM 1 0 0 0 12:30 PM 0 0 0 2 12:30 PM 0 0 0 0 12:45 PM 0 0 0 0 12:45 PM 0 0 0 0 1:00 PM 1 2 0 2 1:00 PM 0 0 0 0 1:15 PM 0 2 0 0 1:15 PM 0 0 0 1 1:30 PM 0 2 0 1 1:30 PM 0 1 0 3 1:45 PM 0 0 0 2 1:45 PM 0 1 0 1 2:00 PM 0 1 0 2 2:00 PM 0 0 0 0 2:15 PM 22 5 0 9 2:15 PM 0 1 0 0 2:30 PM 1 1 0 6 2:30 PM 0 1 0 0 2:45 PM 5 0 0 0 2:45 PM 0 0 0 0 El Cerrito Tuesday PREPARED BY NATIONAL DATA & SURVEYING SERVICES 11-7001-001 ASHBURY AVE. CENTRAL AVE. 1/4/2011 TOTALS 30 14 0 29 TOTALS 1 4 0 5 P M PEDESTRIANS BIKES T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG T I M E NORTH LEG SOUTH LEG EAST LEG WEST LEG 3:00 PM 4 2 0 1 3:00 PM 0 0 0 0 3:15 PM 6 2 0 4 3:15 PM 0 0 0 0 3:30 PM 12 1 0 6 3:30 PM 1 0 0 2 3:45 PM 4 3 0 1 3:45 PM 0 1 0 2 4:00 PM 25 15 0 9 4:00 PM 0 0 0 0 4:15 PM 13 4 0 0 4:15 PM 1 0 0 1 4:30 PM 1 0 0 1 4:30 PM 0 0 0 1 4:45 PM 4 2 0 1 4:45 PM 0 0 0 0 5:00 PM 6 3 0 2 5:00 PM 0 0 0 0 5:15 PM 4 0 0 1 5:15 PM 0 0 0 0 5:30 PM 2 1 0 3 5:30 PM 0 0 0 1 5:45 PM 1 0 0 2 5:45 PM 0 0 0 0 TOTALS 82 33 0 31 TOTALS 2 1 0 7 ---PAGE BREAK--- TJKM Transportation Consultants Appendix B - All Way Stop Warrants Analysis - Collision Analysis based on SWITRS Data (2005 – 2009) ---PAGE BREAK--- Table IV: Ashbury and Central Multi-way Stop Warrant Analysis CA MUTCD Multiway Stop Installation Guidance Comment Warrant Met? A. Where traffic control signals are justified, the multiway stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal. Based on the hourly volume from ADT counts at this intersection, signal warrants were not met. No B. A crash problem, as indicated by 5 or more reported crashes in a 12-month period that are susceptible to correction by a multiway stop installation. Such crashes include right- and left- turn collisions as well as right-angle collisions. A maximum of two accidents were reported in a 12-month period. No C. Minimum Volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day, and Six peak hour between 8 a.m.and 9 a.m. exceeds 300 vph based on ADT counts No 2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour, but Two hourly counts exceeded 200 vehicles on the minor street. The highest peak hour volume is approximately 213 vehicles. No 3. If the 85th-percentile approach speed of the major-street traffic exceeds 65 km/h or exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the above values. The the 85th-percentile of Ashbury Ave is 29 mph. No D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition. None of the criteria B, C.1, and C.2 are satisfied to 80 percent of the minimum values. No Source: California MUTCD 2003 – Part 2: Signs, Section 2B.07 ---PAGE BREAK--- Ashbuty Ave/Central Ave Traffic Counts NB SB Total of Both Approaches EB Peds Bikes Total of Both Approaches 12:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 199 152 351 107 5 4 116 8:00 AM 265 253 518 184 3 7 194 9:00 AM 10:00 AM 11:00 AM 12:00 PM 161 108 269 131 7 0 138 1:00 PM 168 110 278 109 5 5 119 2:00 PM 221 153 374 154 17 0 171 3:00 PM 270 133 403 193 12 4 209 4:00 PM 294 151 445 186 11 2 199 5:00 PM 308 153 461 204 8 1 213 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM Minor Street Major Street Hours ---PAGE BREAK--- Queuing and Blocking Report AM Existing 1/17/2011 SimTraffic Report JL Page 4 Intersection: 1: Barrett Ave & Arlington Blvd Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 22 52 96 Average Queue (ft) 13 36 58 95th Queue (ft) 31 50 93 Link Distance (ft) 709 855 491 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 2: Cutting Blvd & Arlington Blvd Movement EB NB SB Directions Served LTR LTR LTR Maximum Queue (ft) 31 116 166 Average Queue (ft) 12 71 93 95th Queue (ft) 38 122 163 Link Distance (ft) 787 365 855 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 4: Central Ave & Ashbury Ave Movement EB NB Directions Served LR LT Maximum Queue (ft) 78 97 Average Queue (ft) 63 36 95th Queue (ft) 83 96 Link Distance (ft) 460 485 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 ---PAGE BREAK--- Queuing and Blocking Report PM Existing 1/17/2011 SimTraffic Report Page 4 Intersection: 1: Barrett Ave & Arlington Blvd Movement NB SB Directions Served LT TR Maximum Queue (ft) 56 75 Average Queue (ft) 46 58 95th Queue (ft) 65 85 Link Distance (ft) 855 491 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 2: Cutting Blvd & Arlington Blvd Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 77 20 55 116 Average Queue (ft) 32 4 48 57 95th Queue (ft) 81 17 62 109 Link Distance (ft) 787 587 365 855 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 4: Central Ave & Ashbury Ave Movement EB NB Directions Served LR LT Maximum Queue (ft) 54 53 Average Queue (ft) 43 39 95th Queue (ft) 60 56 Link Distance (ft) 466 510 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 ---PAGE BREAK--- Queuing and Blocking Report AM Proposed 1/17/2011 SimTraffic Report Page 4 Intersection: 1: Barrett Ave & Arlington Blvd Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 78 55 55 Average Queue (ft) 50 36 45 95th Queue (ft) 79 52 63 Link Distance (ft) 709 855 491 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 2: Cutting Blvd & Arlington Blvd Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 55 79 78 96 Average Queue (ft) 49 50 45 66 95th Queue (ft) 64 80 76 108 Link Distance (ft) 787 587 365 855 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 4: Central Ave & Ashbury Ave Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 77 78 55 Average Queue (ft) 60 61 54 95th Queue (ft) 83 79 55 Link Distance (ft) 460 485 506 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 ---PAGE BREAK--- Queuing and Blocking Report PM Proposed 1/17/2011 SimTraffic Report Page 4 Intersection: 1: Barrett Ave & Arlington Blvd Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 31 70 56 Average Queue (ft) 24 44 45 95th Queue (ft) 44 70 65 Link Distance (ft) 709 855 491 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 2: Cutting Blvd & Arlington Blvd Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 57 72 55 75 Average Queue (ft) 41 53 44 45 95th Queue (ft) 62 74 61 74 Link Distance (ft) 787 587 365 855 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Intersection: 4: Central Ave & AShbury Ave Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 54 78 68 Average Queue (ft) 48 62 47 95th Queue (ft) 62 77 70 Link Distance (ft) 466 510 493 Upstream Blk Time Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 0 ---PAGE BREAK--- All Way Stop Warrant Analysis DATE STREET 1 STREET 2 DISTANCE DIR FROM INT INJURY VEH 1 MOV VEH 2 MOV LIGHTING COLL TYPE VIOL CAT 05/14/05 ASHBURY AV CENTRAL AV 0 Not stated 0 Left turn Straight Daylight Broadside Auto right‐of‐way 04/19/07 CENTRAL AV ASHBURY AV 30 West 0 Backing Not state Daylight Hit object Unsafe start/back TJKM AW Stop Collision Data.xlsx