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HomeMy WebLinkAboutAgenda Report - December 4, 1991 (58)--1 i os CITY OF LODI COUNCIL COMMUNICATION L A AGENDA TITLE: Cherokee Lane, from Kettleman Lane to Lodi Avenue - Optimum Signal Location MEETING DATE: December 4, 1991 PREPARED BY: Public Works Director RECOMMENDED ACEDN That the City Council place two intersections, Cherokee and Toka and Cherokee and Hale, on the Capital Improvement Project (CIP� list for traffic signal installations. BACKGROUND P4;CRMATION: A part of the recent City Council discussions about Cherokee Lane, Public Works staff indicated a study was underway which would determine the appropriate location(s ) for a traffic signal(s) between Kettleman Lane and Lodi Avenue. Nluch of the Cherokee Lane discussion involved the intersection of Cherokee/Hale. The concerns were for the safety of school-age children and other pedestrians crossing Cherokee Lane. The Electric Utility Department and Public Works Department have recently installed a flashing beacon, larger pedestrian signs and a modified crosswalk to provide improved notification of pedestrians crossing Cherokee Lane at Hale Road The next step to improving pedestrian safety on Cherokee Lane would be to install a traffic signal between Lodi Avenue and Kettleman Lane. This step raised the question of which location or locations would be best for a traffic signal. The study considered Tokay Street, Hale Road, Vine Street, Poplar Street, Eden Street, Delores Street and the K -Mart driveway. Staff conducted a traffic signal progression analysis for that portion of Cherokee Lane. The analysis was conducted using a computer software application called PASSER. PASSER Analysis PASSER is the acronym for the Progression Analysis and Signal System Evaluation Routine. The software has many uses, one of which is to determine the optimum locations and timing for signals which will allow vehicles to travel along a roadway seament at a constant soeed without being stopped by a red light. By entering data such as the intersection peak hour turning movements, distance between intersections, and desired speed range, the computer software will provide various factors to determine the best locations and timing of signals. These factors include optimum cycle length, recommended speed, bandwidth, efficiency, attainability and intersection delay, The efficiency level directly relates to a range of progression from "poor" to "great". Appendix A provides a definition of efficiency as well as an explanation of the other factors. By reviewing the .APPROVED: THOMAS A PETERSON CCHEROK5/TXTW.02M (CO,COM) . November 25, 1991 Cherokee Lane, from Kettleman Lane to Lodi Avenue - Optimum Signal Location December 4, 1991 Page 2 factors, staff determined the best combination of signalized intersections on Cherokee Lane, from a progression standpoint, would be as follows: Hale Road and Poplar Street Hale Road and Delores Street Tokay Street, Hale Road and Poplar Street Tokay Street and Hale Road Tokay Street, Hale Road and Vine Street Tokay Street and Vine Street All of the above combinations will provide "great" progression (i.e. "efficiency of 0.37 or higher) and minimum delay at the intersections. Table 1 of Appendix A presents the actual values . fraffic Signal Guidelines/Priority List The intersections studied and the volumes are shown i n Exhibit A. The progression analysis assumed all the signals satisfied the Caltrans traffic signal guidelines. However, two intersections , Cherokee Lane/Poplar Street and Cherokee Lane/Del ores Street, do not presently meet the signal warrant guidelioes. Therefore, three of the signal combinations listed above would not be appropriate until volumes increase on the side streets or other factors change. The Cherokee Lane and Tokay Street, and Cherokee Lane and Hale Road 'intersections satisfy the Caltrans traffic signal guidelines and, therefore, they are included on the updated 1990 Signal Priority Study list (Exhibit B). Currently, there are twenty' additional intersections that satisfy the Caltrans traffic signal guidelines. . Two of the twenty intersections are under construction, Hutchins Street and Vine Street and Kettleman Lane and Mills Avenu,: , nd have been removed from the signal: priority i ist. The Cherokee Lane and Tokay Street, and Cherokee Lane and Hale 'Road intersections are #5 and #16, respectively, on the updated signal priority list. The Cherokee Lane and Vine Street intersection is already on the signal priority list as #18. All these locations will be shown in the Street Capital Improvement. Program list of projects. Funding and timing of installations would best be discussed along with the entire program. A ;traffic signal located at Cherokee Lane and Tokay Street could include signalizing the 'Tokay Bowl southern driveway. This driveway is directly across from Tokay Street. If the southern driveway is signalized, staff will recommend closing the northern driveway. A signal a t Cherokee Lane and Tokay Street will provide a protected pedestrian crossing for students walking to and from the Heritage Elementary School and patrons walking to and from K -Mart. A traffic signal located at Cherokee Lane and Hale Road will provide a protected pedestrian crossing for patrons using the Star Market as well as students attending Heritage Elementary School. CCHEROK5/TXTW.02M (CO.COM) November 26, 1991 Cherokee Lane, from Kettleman Lane t o Lodi Avenue - Optimum Signal Location December 4, 1991 Page 3 General In reviewing citywide pedestrian accidents from 1987 to 1990, there are five intersections that have had three or more pedestrian accidents. Four of the intersections are on Cherokee Lane --Locust Street (three accidents), Elm Street (three accidents), Eden Street (five accidents) and Hale Road (three accidents). The other intersection that has had three accidents is at a signalized intersection, Church Street and Lodi Avenue. A traffic signal located at Cherokee/Hale and/or Cherokee/Tokay will provide a higher degree of safety for pedestrians but accidents may still occur at these intersections. It should also be noted that once a signal is installed at Hale and Cherokee this intersection will be far from meeting the criteria for an adult crossing guard. For young children, crossing at this intersection will still be intimidating. Busing may still be the best solution to the school crossing problem. FCbM3 To be determined in CIP. Llt� Jac L. Ronsko Pub is Works Director Prepared by Paula 3. Fernandez, Assistant Civil Engineer - Traffic JLR/PJF/im Attachment cc: City Attorney Concerned citizens (including attendees of Shirtsleeve "Cherokee Lane Tour") Chamber of Commerce CCHER0K5/TXTW.04 (C0. COM) November 26, 1991 CITY OF LORI PUBLIC WORKS DEPARTMENT Exhibit A L.0ml karz - V-aTTLZ-mAJJ Ljj nmuy TIZArr-le, \16wmt L.ot>l Avr-OUE5 colZzo ig *I.zw -reK&y �vzrm-T it -too 61 a 11.700 - Vr441CLZ-G, pm t2ky 1990 Signal Priority List (Updated 1991) 1. Lockeford Street/Stockton Street 2. Lockeford Street/Sacramento Street 3. Turner Road/Stockton Street 4. Lower Sacramento Road/Vine Street 5. Cherokee Lane/Tokay Street 6. Harney Lane/Stockton Street 7. Lodi Avenue/Mills Avenue 8. Lower Sacramento Road Woodhaven Lane/Turner Road 9, Kettleman Lane/Central Avenue 10. Kettleman Lane/Crescent Avenue 11. Turner Road/Mills Avenue 12. Pine Street/Stockton Street 13. Harney Lane/Ham Lane 14. Mills Avenue/Elm Street 15. Turner Road/Edgewood Drive 16. Cherokee Lane/Hale Road 17. Ham Lane/Century Boulevard 18. Cherokee Lane/Vine Street 19. Hutchins Street/Pine Street 20. Cherokee Lane/Elm Street i j i CCHEROK5/TXTW.02M (Co. COM) F. xhibit B 485 460 338 314 273 270 242 239 239 234 233 218 195 190 186 182 172 148 141 89 November 25, 1991 Appendix A Explanation of Progression Terms The basic definition of two common terms used to describe signal timing parameters are as follows: Cycle len th - The time period in seconds required for one complete sequence of signal indications (green, amber, red for both streets). The cycle length usually ranges between 60-120 seconds. The more cptions an intersection has, such as separate left -turn phases (arrows), the longer the cycle length will be. Longer cycle lengths increase the average delay for stopped vehicles. Optimum cycle length - PASSER determines the best cycle length to provide the best progression. Recot=axled speed - PASSER provides a recommended speed for the major street which is within 2 mph± of the desired speed entered. The recommended speed takes into account the maximum bandwidth required to obtain the best progression plan. Several trials were made, and depending on the progression plan, the recommended speeds ranged from 33 to 37 mph. PASSER uses three measures to estimate the quality of progression: bandwidth, efficiency and attainability. Bandwidth - The number of seconds during each signal cycle length that is evote to progressive traffic flow in a given direction along the major street. Larqer bandwidths man more vehicles can be accommodated in a single green wave. -However, creating larger bands by simply increasing the cycle - length increases the average delay for stopped vehicles. Therefore, "efficiency", which relates bandwidth to cycle length, is considered a better measure of signal progression quality than bandwidth alone. Eff�iciennc , - The average fraction of th-3 cycle used for progression. It is a ratio of seconds of bandwidth to cycle length. PASSER provides a value that relates to the following levels: 0.00-0.12 Poor progression 0.13-0.24 Fair progression 0.25-0.36 Good progression 0.37+ Great progression dttainaai lYt - The ratio of seconds of smallest arterial green to the bandwidth. '[he values can range from 0.00 to 1.00. The higher values provide more desirable solutions. Another term commonly used to evaluate the performance of intersections is the fol lowing: Intersection dela - The total delay of vehicles divided by the total number of vehicles which is expressed in seconds per vehicle. The intersection delay relates to level of service which is a qualitative measure of traffic operating conditions at an intersection whereby a letter 5rade, "A" through "F" , is CCHEROK5 TXTW.02M (CO.COM) November 25, 1991 Appendix A Page 2 assigned. LOS "A" indicates free-flowing conditions with minimal delay, while "F" indicates highly congested conditions with lengthy delays. The following delay values relate to the level of service: Average Intersection Level Delay (sec/veh) of Service 0.0 - 5.0 A 5.1 - 15.0 B 15.1 - 25.0 C 25.1 - 40.0 D 40.1 - 60.0 E 60.0+ F Table 1 presents the results of the PASSER analysis. Another PASSER output that provides a visual aid of the progression plan is the time -space diagram. Figure 1 shows PASSERS recommended speed for the Tokay Street, Hale Road and Vine Street progression plan, as well as hand -drawn speeds of 30 mph and 40 mph. General Initially, the Cherokee bane and Kettleman Lane intersection was included in the progression analysis. However, a cycle length of 105 seconds is required to accommodate all of the phases of this intersection. With a higher cycle length, the intersection delay for all the intersection was also high. Without including Cherokee bane and Kettleman Lane intersection, the minimum cycle length is 71 seconds. The analysis also assumed separate left -turn phases on Cherokee Lane at Lodi Avenue. In the near future, these separate phases will need to be implemented. CCHEROK5/TXTW.02M (CO.COM) November 25, 1991 "^",•r.k.:Af�ri:�t>F.:: F:r1mY::'roma;.'�.o,u..;...:................._.M,....�.:-.,_v..,n....��a.a ux, au. .. ..�., v Table 1 Cycle Effi- IAttain- Band A Band B 1 Overall Level _ Cofxkion Length ciency ; ability , width speed width speed,Delay of (sec) (mph) (sec) (mph) (seclveh) Service Lodi, Hata, Poplar 90 0 48 1.00 41 34 44 34 14.15 6 Lodi, Hale, Delores 84 0.451 1.00 37 33 381�33 13.89 8 Lodi, Tokay, Hale, Poplar -90 90, 0.41 1 0.85 40 33 33 33 12.76 B Lodi, Tokay, Hate -90 _ Lodi, Tokay, Hale, Poplar _ _ Lodi, Tokay, Hate 90 840.40 84 0.41 0.40 0.85 0.89.- 0.89 40 36 _ 37 33 3331- 33 33 30_ 331 33_-_12.5 33 13.761 B B__ 13.24 B _ Lodi, Tokay, Hate, Vine _ 90 0.39 0.80 37 35 31 35 12.75! B Lodi, Tokay, Vine 90 0.39 0.80 37 35 31 35 16.75 C Lodi, Eden, Vine 90 0. 35 0.72 33 37 28 37 14.59 B Lodi, Eden, Vine, Poplar 90! 0.33 0.68 31 34 27 3 13.61 B Lodi, K -mart, Tokay ALL INT 841 0.301 871 0.301 0.67 0.64 28 27 33 33 22 24 33 16.29 _35' 12.42' C B Lodi, Eden, Vine, Kettleman 105 0.35 1.0037 33 37 33 26.11 D Lodi, Hale, Delores, Kettleman 105 0.35 1.00 37 33 -37 33 27.97 D _ Lodi, Vine, Kettleman 105 0.35 1.00 37T 35 37 35 30.78 D Lodi, Tokay, Hale, Vine, Kettleman 110 0.34 1.00 37 37 37 37 22.96 C Lodi, Tokay, Vine, Kettleman I 110 __10 0.34 1.00 37 37 37 37 26.49 D Lodi, Eden, Vine, Poplar, Kettleman-E], 0.32 0.94 37 37 32 37 24.66 - C Lodi, Ham, Poplar, Kettleman 1 110 0.32 0.94 37 37 32 37 25.33 D ALL INT. 120 0.31 0.99 37 34 36 35 20.33 C Lodi, Hale, Kettlernan 1201 0.30 0.97 37 35 34 35 32.63 D Lodi, Kmart, Tokay, Kettleman 105 0.30 0.86 34 33 29 33 26.29 D (Lodi, Tdcay,_Haie, Vine, Kettleman-31 mph_ 120, _ 37 _ 33 _37 33 24.06 C_ Lodi, Tokay, Vine, Kettleman-31 mph _._0..31__.___.00 12 0 0.31 1.00 37 33 37 33 28.171 D Lath, Tokay, Hale, Vine, Kettleman-39mph 0.34 1.00 371 37 37 3722.96 C L.odi!, Tokay, Vine, Kettleman-39 mph _110 110 0.341 1. 01 371 37 371 37 26.49 D TEXAS DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION PASSER2 MULTIPHASE ARTERIAL PROGRESSION - 145101 PASSER II -80 City of Lodi DISTRICT RUN NO. I Cherokes Lo 11/05/91 CYCLE LENGTH - 90 SECONDS Vine St 51.9s 57.7 •------- 7- ...... ............ Hale Rd F I G U R E I VER 2.1 DEC 81 CIVILSCFT VERSION 1. HORIZONTAL SCALE 1 INCH - 30 SECOND` VERTICAL SCALE 1 INCH - 1000 FEET -------------------- ........ 46.85 52.0% •----- ------ --. _ Tokdy St J ]_ ..-.....-•---...<... / 7• / \ `.................... 49.IS 51.6s Lodi Ave .OS .0% ...... ...... .. J •\' \ ` \- .................... .A. ••. YB.. 35 MPH 35 MPH ••• -DUAL LEFT (1+3) - �� --n oeun 31 SECOND BAND --- STRAIGHT THRU (2+4) CLTY COUNCIL DAVID M. HINCHMAN, Mavor JAMES W. PINKERTON. IT Mavor Pro Tempore PHILLIP A. PENNINO JACK A. rI":LOCK ,.QriN R. (Randy) SNIDER CITY OF LODI CITY HALL, 221 WEST PINE STREEI P.O. BOX 3006 LODI. CALIFORNIA 95241-1910 (209) 334-5634 FAX (209) 333-6795 December 2, 1991 THOMAS A. PETERSON City Manager ALICE M. REIMCHE City Clerk BOB McNATT City Attorney SUBJECT: Cherokee Lane, from Kettleman Lane to Lodi Avenue - Optimum Signal Location Dear Concerned Citizen: Enclosed is a copy of background information on an item that will be discussed at the City Council meeting on Wednesda , December 4, 1991, at 7:30 p.m. The meeting will be held in the City Council Chamber, Carnegie Forun, 305 West Pine Street. Yca are welcome to attend. If you wish to communicate with the City Council, please contact Alice Reimche, City Clerk, at (209) 333-6702. If you have any questions about the item, please call Paula Fernandez or me at (209) 333;6706. ack L. Ronsko bl' Works Director JLR/lm Enclosure V/" - cc: City Clerk Chamber of Commerce