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Ord. 1207 03-28-05 TabledORDINANCE NO. 1207 Section 3. Declaration of Emergency. The Council finds and determines that the need to establish stop signs inures to the benefit of the traveling public and, therefore, bears directly upon the health, safety and welfare of the citizenry; and that this Ordinance shall be adopted as an emergency measure, and that the rule requiring this Ordinance to be read on two (2) separate occasions be, and the same is hereby waived. Section 4. Savings. All rights and remedies which have accrued in favor of the City under this Chapter and amendments thereto shall be and are preserved for the benefit of the City. Section 5. Severability. If any section, subsection, sentence, clause, phrase or portion of this Ordinance is for any reason held invalid, unconstitutional or otherwise unenforceable by any court of competent jurisdiction, such portion shall be deemed a separate, distinct, and independent provision and such holding shall not affect the validity of the remaining portions thereof. Section 6. Repealer. All ordinances and parts of ordinances in conflict herewith are hereby repealed but only to the extent of such conflict. Section 7. Codification. It is the intent of the City Council of the City of Pearland, Texas, that the provisions of this Ordinance shall be codified in the City's official Code of Ordinances as provided hereinabove. 2 ORDINANCE NO. 1207 Section 8. Publication and Effective Date. The City Secretary shall cause this Ordinance, or its caption and penalty, to be published in the official newspaper of the City of Pearland, upon passage of such Ordinance. The Ordinance shall then become effective ten (10) days from and after its publication, or the publication of its caption and penalty, in the official City newspaper. PASSED and APPROVED on First and Only Reading this the day of , A.D., 2005. ATTEST: YOUNG LORFING, TRMC CITY SECRETARY APPROVED AS TO FORM: DARRIN M. COKER CITY ATTORNEY 3 TOM REID MAYOR EXHIBIT TRAFFIC ENGINEERING STU SUNRISE BOULEVARD AT SUNLAKE SUNNYSHORES DR. AT SUNDOWN DR. PREPARED BY TDAI MARCH 2005 SUNRISE BLVD. @ SUNLAKE. TRAFFIC ENGINEERING STUDY INTRODUCTION The purpose of this study is to evaluate existing traffic demand at the intersection of Sunrise Boulevard at Sunlake in the City of Pearland, Texas and to determine if a multi -way stop is warranted. Improvements, if any will be recommended as part of this report. The study is based on field observations and data collected by Traff Data and associates, Inc. (TDAI); information on accidents obtained from the City of Pearland Police Department. The guidelines for multi -way stop sign warrant analysis as found in the Manual for Uniform Traffic Control Devices (TMUTCD), section 2B.07 Multiway top Signs, latest revision. EXISTING CONDITIONS Roadway. Sunrise Boulevard is a divided roadway with curb and gutter on both sides. The northbound approach of Sunrise Boulevard forms a "T" intersection with Sunlake and is controlled by a stop sign. The posted speed limit along both street is 30mph. Figure 1 shows the roadway network and site location. Traffic Data . Existing 24-hour approach traffic volumes were mechanically recorded at one hour intervals at the study location on March 3, 2005. The purpose of recording these traffic volumes is to analyze for multi -way warrant purposes in accordance with the guidelines published in the MUTCD. Detail of the 24-hour counts are included in the Appendix. TDAI March 2005 1 fig' stye.ci.pearland,tc.usfpubiic/enginecring.cfm?actian=max42_vicw ntablcmap TRAFFIC ENGINEERING STUDY Accident Data: Accident records for the study intersection were verified for incidents that have occurred in the recent 12-month period on file. No accident was recorded during this period at the study intersection. STOP SIGN INSTALLATION A stop sign is used where an approaching vehicle is required to stop before entering the intersection. Stop sign should be used only when they are warranted since the use of this sign results in considerable inconvenience to motorists. Care should be exercised, however, to assure that the location of the stop sign are viewed in the context of serving the needs of the overall city and not made to serve only a small segment of the population. A stop sign should be installed in a manner that minimizes the numbers of vehicles having to stop. In most cases, the street caring the lowest volume of traffic should be stopped. The following are considerations that influence the decision regarding the appropriate street upon which to install a stop sign where two streets with relatively equal volumes and/or characteristics intersects: A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school walking routes; B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection; and D. Stopping the direction that has the best sight distance to conflicting traffic. TDAI March 2005 TRAFFIC ENGINEERING STUDY MULTI -WAY STOP ANALYSIS Manual on uniform traffic Control Devices (Millennium Edition) Section 2B-07 Multiway Stop Applications The Multi -way Stop" installation is useful as a safety measure at some locations. It should ordinarily be used only where the volume of traffic on the intersecting roads is approximately equal. A traffic control signal is more satisfactory for an intersection with a heavy volume of traffic. The following criteria should be considered in the engineering study for a Multiway STOP sign installation: A. Where traffic control signals are justified, the multi -way 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 five 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 traffic volumes: (1) The vehicular volume entering the intersection from the major street approaches (total of both approaches) average 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) average 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 85-percentile approach speed of the major -street traffic exceeds 65 Km/h (40 mph), the minimum vehicular volume warrant is 70 percent of the above values. D. Where no signal 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: A. The need to control ]eft -turn conflicts: TDAI March 2005 TRAFFIC ENGINEERING STUDY B. The need to control vehicle/pedestrian conflicts near locations that generates high pedestrian volumes; C. 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; D. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. Results Major Roadway: Sunrise Boulevard (North and South) Minor Roadway: Sunlake Date of Survey: March 3, 2004 Posted speed Limit: 30 mph FINDINGS AND RECOMMENDATIONS: The purpose of traffic control is to facilitate roadway safety by ensuring the orderly and predictable movement of all traffic on roadways. Several methods of controlling conflicting streams of vehicles at intersections are in use. The use of any one of these methods depends on the type of intersection and the volume of traffic in each of the conflicting streams. Based on the available data and field observations, a multi -way stop sign is warranted at the intersection of Sunrise Boulevard and Sunlake. Installation of a multi -way stop sign would improve the operational characteristic of the intersection by enhancing safety while controlling left turn conflicts. TDAI March 2005 4 SUNNYSHORES DR. @ SUNDOWN DR. TRAFFIC ENGINEERING STUDY INTRODUCTION The availability of roadway network in our communities has provided several positive qualities that have contributed to high standard of living. At the same time, however, several problems related to the roadway network have developed. These problems include roadway -related accidents, speeding, parking difficulties, congestion, and delay. To reduce the negative impact of roadways, it is necessary to collect adequate information that describes the extent of the problems and identifies their locations. Such information is usually collected by organizing and conducting relevant traffic surveys and studies. PURPOSE: The purpose of this study is to evaluate existing traffic demand at the intersection of Sunnyshores Drive and Sundown Drive to determine if a multi -way stop is warranted. STUDY METHODOLOGY: Evaluation of the traffic conditions were established through the following sequence of activities: • A field reconnaissance of the roadways in the vicinity of the subdivision was conducted for the purposes of gaining insight into existing travel patterns and characteristics. • PM weekday and weekend observations at the intersection of Sunnyshores Drive and Sundown drive. • Information on accidents obtained from the City of Pearland Police Department. • Multi -way stop sign warrant analysis as found in the Manual of Uniform Traffic Control Devices (TMUTCD), section 2B. 07 Multiway stop Signs, latest revision. • Traffic safety evaluation along the immediate vicinity of the study locations were conducted. EXISTING CONDITIONS Roadway. Sunnyshores Drive and Sundown Drive are residential street with curb and gutter on both sides. Sundown Drive forms a "T" intersection at Sunnyshores Drive and is TDAI March 2005 TRAFFIC ENGINEERING STUDY controlled by a stop sign. The posted speed limit on both street is 30mph. The community recreation and pool areas is located directly across from the intersection of Sunnyshores Drive and Sundown Drive intersection. Historically, these types of land use generates high pedestrian traffic during the summer months. Figure shows the study locations. Accident Data: Accident records for the study intersection were verified for incidents that have occurred in the recent 24-month period on file. No accident was recorded during this period within the vicinity of the study location. Traffic Safety Investigation: An in-depth field review was conducted within the immediate vicinity of the study locations. This review involves an inspection of the physical condition of the roadway and an observation of traffic operations. Information obtained from this field review in conjunction with traffic data collected by TDAI was used to analyze any potential existence of physical deficiencies. No apparent sight distance restrictions along Sunnyshores Drive. However, the location of the neighborhood park in relation to the volume of vehicles and pedestrians along Sunnyshores Drive would necessitate the installation of a traffic control device in order to control vehicle/pedestrian conflicts. MULTI -WAY STOP ANALYSIS Manual on uniform traffic Control Devices (Millennium Edition) Section 2B-07 Multiway Stop Applications The Multi -way Stop" installation is useful as a safety measure at some locations. It should ordinarily be used only where the volume of traffic on the intersecting roads is approximately equal. A traffic control signal is more satisfactory for an intersection with a heavy volume of traffic. The following criteria should be considered in the engineering study for a multiway STOP sign installation: A. Where traffic control signals are justified, the multi -way 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. TDA1 March 2005 TRAFFIC ENGINEERING STUDY B. A crash problem, as indicated by five 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 traffic volumes: (1) The vehicular volume entering the intersection from the major street approaches (total of both approaches) average 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) average 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 85-percentile approach speed of the major -street traffic exceeds 65 Km/h (40 mph), the minimum vehicular volume warrant is 70 percent of the above values. D. Where no signal 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 considerd in an engineering study include: A. The need to control left -turn conflicts; B. The need to control vehicle/pedesian conflicts near locations that generates high pedestrian volumes; C. Locations where a road user, after stoping , cannot see conflicting traffic and is not able to safely negotiate the intersection unless conflicting cross traffic is also required to stop; D. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. TDAI March 2005 Print Map 4.161,(AE Page 1 of 1 2515 251, 251,5 2523 25.131 ' 2517 25221 g4.11 25155 2A-35 Projects Dept - GtS Div - 2005- ;02 . _ '2312 21S1r.- 231f; 2C.31i1 21319 2a,2) ;622 2,121 2523 2225 2527 SLINTtit1G,E 2523 2525 23513 251-5 2530 2E433 7505 25335 23.3,5 2311 7.61c, 2321 LYim.2 zza3, 0 96 ilft 2311 3 0. 0 http://gisweb.ci.pearland.tx.us/publidengineering.cfm?action=mox42_view_printablemap 3/11/2005 TRAFFIC ENGINEERING STUDY FINDINGS AND RECOMMENDATIONS: The purpose of traffic control is to facilitate roadway safety by ensuring the orderly and predictable movement of all traffic on roadways. Several methods of controlling conflicting streams of vehicles at intersections are in use. The use of any one of these methods depends on the type of intersection and the volume of traffic in each of the conflicting streams. Multi -way stop signs require that all vehicles approaching the intersection stop before entering that intersection. Based on field observations and historical information for this type of land use, a multi -way stop sign should be installed at the intersection of Sunnyshores Drive at Sundown. The following criteria were considered as justifications for recommending a multi -way stop signs at these locations. • The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes. • Safety enhancement and operational characteristics of the intersection. • Installation of advisory signs on approach to the park from all directions. • Accessible ramp should be installed at the cross walk. TDA] March 2005 4 STOP SIGN PLACEMENT INVESTIGATION PREPARED BY TDAI MARCH 2005 TRAFFIC ENGINEERING EVALUATION PURPOSE: The purpose of this study is to evaluate existing traffic demand at the following intersections in the City of Pearland, Texas and to determine if the existing stop sign locations are appropriate or if a multi -way stop is should be considered. • Misty Creek Lane at Water Willow Lane • Orange at Black Rock Lane • Hidden Glen at Hickory Bend • Pine Tree at Pine Rigde • Pine Hollow at Pine Forest • Pineland at Pinhurst Improvements, if any will be recommended as part of this report. STUDY METHODOLOGY: Evaluation of the traffic conditions at these intersections were established through the following sequence of activities: • A field reconnaissance of the roadways in the vicinity of the intersection was conducted for the purpose of gaining insight into existing travel patterns and characteristics. • AM and PM peak hour observations at the study locations. • Regulatory signs guide lines regarding stop sign applications and placement, and multi -way stop applications as found in the Manual of Uniform Traffic Control Devices (TMUTCD). • Information on accidents obtained from the City of Pearland Police Department. • Traffic safety evaluation along the immediate vicinity of the study locations. STOP SIGN INSTALLATION A stop sign is used where an approaching vehicle is required to stop before entering the intersection. Stop sign should be used only when they are warranted since the use of this sign results in considerable inconvenience to motorists. Care should be exercised. TDA] March 2005 TRAFFIC ENGINEERING EVALUATION however, to assure that the location of the stop sign are viewed in the context of serving the needs of the overall city and not made to serve only a small segment of the population. A stop sign should be installed in a manner that minimizes the numbers of vehicles having to stop. In most cases, the street caring the lowest volume of traffic should be stopped. The following are considerations that influence the decision regarding the appropriate street upon which to install a stop sign where two streets with relatively equal volumes and/or characteristics intersects: A. Stopping the direction that conflicts the most with established pedestrian crossing activity or school walking routes; B. Stopping the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; C. Stopping the direction that has the longest distance of uninterrupted flow approaching the intersection; and D. Stopping the direction that has the best sight distance to conflicting traffic. MULTI -WAY STOP ANALYSIS Manual on uniform traffic Control Devices (Millennium Edition) Section 2B-07 Multiway Stop Applications The Multi -way Stop" installation is useful as a safety measure at some locations. It should ordinarily be used only where the volume of traffic on the intersecting roads is approximately equal. A traffic control signal is more satisfactory for an intersection with a heavy volume of traffic. The following criteria should be considered in the engineering study for a Multiway STOP sign installation: A. Where traffic control signals are justified, the multi -way 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. TDAI March 2005 TRAFFIC ENGINEERING EVALUATION B. A crash problem, as indicated by five 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 traffic volumes: (1) The vehicular volume entering the intersection from the major street approaches (total of both approaches) average 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) average 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 85-percentile approach speed of the major -street traffic exceeds 65 Km/h (40 mph), the minimum vehicular volume warrant is 70 percent of the above values. D. Where no signal 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: A. The need to control left -turn conflicts; B. The need to control vehicle/pedestrian conflicts near locations that generates high pedestrian volumes; C. 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; D. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multiway stop control would improve traffic operational characteristics of the intersection. TDAI March 2005 TRAFFIC ENGINEERING EVALUATION Traffic Safety Investigation: In addition to the Stop sign placement and multi -way stop warrant criteria, extensive on site physical inspections were conducted to analyze any potential existence of physical deficiencies that may determine the removal and additions of signs at these locations. Findings and RecommendationsThe following are findings and recommendations based on field investigation conducted as part of this study. • Misty Creek Lane at Water Willow Lane Remove the stop sign along Water Willow Lane. This intersection should be re-evaluated at a later date when the subdivision is fully occupied for a potential Multi -way stop sign if warranted. • Orange at Black Rock Lane Remove the stop sign along Black Rock Lane. This intersection should be re-evaluated at a later date when the subdivision is fully occupied for a potential Multi -way stop sign if warranted. • Hidden Glen at Hickory Bend Remove the stop sign along Hickory Bend. This intersection should be re-evaluated at a later date when the subdivision is fully occupied for a potential Multi -way stop sign if warranted. • Pine Tree at Pine Rigde Install additional stop sign to minimize left turn conflicts. The off -set alignment of the cul-de-sac has a potential of creating turning movement conflict. • Pine Hollow at Pine Forest Place notification sign for two weeks, after which the sign should be bagged and removed. The Multi -way stop signs at the intersection of Pine Forest at Pine Tree, and Pine Forest at Pine Chase creates adequate gaps for turning vehicles during the critical peak hour. TDAI March 2005 4 TRAFFIC ENGINEERING EVALUATION • Pineland at Pinhurst Place notification sign for two weeks, after which the sign should be bagged and removed. In lieu of a stop sign, a horizontal alignment sign (W1-1) should be placed mid block along Pineland. TDAI March 2005 cScaiion 2 City 01 .1_ -)nthn /tLwu arfas .31aagdu(a) 206:2563..609V SCALE :1"=150' Public Works Drawn By: D. McMAin Requested by: Danny Cameron wra:F.bru.ry lb, 200f etzd cS'idE cSeaPion 2 (',t9 ofJ a't�tuut le cwotu STOP SIGNS) LOCATION SCALE :1"=150' N `a Public Works Dawn By: 0. MLMWith Raquaatao by: Danny Cameron 0.:Fwrwry 10, 2006 L�i.Ey of gpeatfand . (Wo4s cJ/iyaand Ofn &ation 4e STOP SIGN(S) LOCATION SCALE :1 "=150' Public Works Drawn ey: D. MCMutan Requested by: Danny Cameron DM.:F.bru.ry 10, 2005 J VL%ar 1-a ofP&a.d ie (Wos STOP SIGN(S) LOCATION SCALE :1 "=150' Public Works Drown By: G. McMullin Requested by: Danny Cameron WN:lMruary 10, 20011 J'"U2E 310fr W cSsd iorz 3-B C_y of P a¢Cand e'Wots STOP SIGN(S) LOCATION SCALE :1"=150' Public Works Drawn n: O. McMullin Roqua,tad by: Danny Cameron WN:FMnrry 10. 0006 Puy J1L cSteltion 7-67 (Jitj of Jtaafwut sf7fla (14/04i STOP SIGN(S) LOCATION SCALE :1 "=150' z1o.aRe Public Works Dre n ay: O. McMullin Requested by: Danny Cameron Db:RMruSry 10. 2004