Loading...
1961-6773RESOLUTION NO. 6773 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ANAHEIM ESTABLISHING STANDARDS FOR THE INSTALLATION OF TRAFFIC REGULATION DEVICES. WHEREAS, a rapid growth of the City of Anaheim has caused a corresponding growth to the volume of traffic over and across the City streets in the City of Anaheim and with such growth there has been a tremendous increase in the demand for various types of traffic control by citizens and groups of citizens in the City of Anaheim; and WHEREAS, valuable time in many instances is consumed by the City Council in considering the individual demands in regard to such controls; and WHEREAS, in order to eliminate the necessity for such involved hearings and discussions for traffic controls, it is considered advisable to set minimum standards for the installation of traffic regulation devices; and WHEREAS, uniform standards have been established by many cities and standards have been adopted as accepted practice by the International Association of Chiefs of Police and the Institute of Traffic Engineers. NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Anaheim that the following standards be adopted for the installation of traffic regulation devices in accordance with the accepted practices by the International Association of Chiefs of Police and the Institute of Traffic Engineers, as follows: 1. TWO -WAY STOP SIGNS STANDARDS. Recognizing the principle that stop signs are not a substitute for speed regulation and other regulatory measure, but are intended to facilitate the orderly flow of traffic over and across the city streets and further recognizing the principle that indiscriminate use of stop signs would tend to hamper rather than aid in the orderly flow of traffic and that the installation of stop signs at inter- sections where their purpose would not accomplish a valid traffic regulation would tend to create disrespect for stop signs in general and would tend to lessen the self- enforcing adherence of the general public to compliance with the stop sign installation, the following standards are adopted for installation of two -way stop signs: a. Visibility shall be so restricted as to have a safe approach speed at less than 8 miles per hour. -1- Traffic Eng Public Works Police Chief b. The physical conditions of the intersection are such that there is a good probability of accidents odcurring unless such stop signs are installed and that three to five right angle accidents have been reported in the preceding twelve months, and experience indicates stop signs can be reasonably ex- pected to reduce accident potential. c. Traffic volume exists to the extent that there are a minimum of 50 vehicles per hour on the major streets (average per hour any eight hours of the day) and the intersection does not qualify for four -way stop intersection. 2. FOUR -WAY STOP SIGN STANDARDS. Recognizing the same principles applicable to two -way stop signs and in addition, recognizing the principle that stop signs should be utilized to facilitate the flow of traffic on major arteries by requiring the secondary arteries to stop before entering, the installation of four -way stop signs should be restricted to those intersections where both streets entering the intersection carry a significant amount of traffic, and the standards for such are as follows: a. A minimum hourly average (for any six hours) volume of 500 vehiclesentering the inter- section from all approaches with at least 40 per cent of the total entering from the minor or secondary street. b. A minimum hourly average (for any six hours) volume of 500 vehicles entering the inter- section on the main approach and a pedestrian volume of at least 200 pedestrians per hour crossing the main street during the same six hours. c. Five or more reported accidents in a twelve- month period susceptible of correctii by the installation of four -way stops. d. The above standards would warrant a four way stop sign if any of the standards above set forth were met at the intersection. 3. YIELD RIGHT OF WAY SIGNS STANDARDS. Recognizing the principles set forth in connection with stop signs the following stand- ards are set forth for the use of yield right of way signs, which are relatively new in the field of traffic regulation but which have been developed to meet particular conditions, the following standards are set forth: a. A minimum volume of 1000 vehicles for any eight hours of the day with the volume on the major street at least 50 per cent greater than the minor street. b. Undue right of way conflict resulting in a minimum of two accidents correctable by yield signs in a 12 -month period. c. Unrestricted sight distance allowing a safe approach speed equal to the critical speed at mid -block in advance of the pro- posed installation. d. Right of way rule is not exercised; definition of right of way necessary and installation of stop signs would cause unnecessary delay. e. To warrant installation of yield right of way signs all of the above standards must be met. 4. TRAFFIC SIGNALS STANDARDS. The traffic signal standards herein set forth shall not be deemed to apply to installations made on a participation basis using gas tax funds since such installations must meet the minimum State standards for qualifications but the following standards shall apply to all installations not required to meet the State minimum standards for qualifications: a. Minimum Vehicular: (1) Vehicle volume entering the inter- section from all approaches, average per hour any eight hours, average day 750. (2) Vehicle volume entering intersection from minor street, average per hour for same eight hours 250. b. Interruption of Continuous Traffic: (1) Vehicle volume, average per hour any eight hours, average day, on major street 750. (2) Combined vehicle and pedestrian volume from minor street, average per hour, same eight hours 75. (3) Average vehicle speed on major street approaches to intersection 20 MPH. -3- c. Minimum Pedestrian: (1) Pedestrian volume crossing major street, average per hour any eight hours, average day 250. (2) Vehicular traffic entering from major street, average per hour, same eight hours 600. (3) Average vehicle speed on major street approaches to intersection 15 MPH. d. Coordinated movement: Submit time space diagram: Show cycle Speed Signals set for length of existing system. Nearest signal both sides any direction. e. Accident Hazard: (1) Number of accidents in 12 -month period susceptible to correction 5 minimum. (2) Both vehicle and pedestrian traffic not less than 50 per cent of standards in paragraphs a, b or c of Item 4. f. Combination: Standards fulfilled 80 per cent or more in paragraphs a, b, c, d or e of Item 4. Any one of the standards in paragraphs a, b, c, d, e or f of Item 4, sufficient for installation. 5. PARKING RESTRICTIONS STANDARDS. Recognizing the principle that the restriction of parking on streets is designed as a traffic measure to improve the conditions of traffic and the flow of traffic over the streets, the following standards are set forth for parking restrictions: a. Standards for Green Zones: Green zones denoting parking limited to 15, 20 or 30 minutes, as indicated by adequate markings shall be placed only at locations of public or quasi public nature where short time parking limits can be expected to benefit the motoriAg public. In no event shall green zones be more closely adjacent than 400 feet in a block or a maximum of 2 zones in any block of less than 400 feet. No more than one -half of any block shall be occupied by a green zone. b. Standards for Loading Zones (Yellow): Loading zones denoting parking for the purpose of unload- ing or loading material or passengers shall be placed only at locations where it has been determined that the amount and /or type of load- ing and unloading in relation to the demand for curb parking is such as to cause double parking or result in insufficient access to abutting property. The same restriction as to number and location shall apply as with green zones. c. Standards for Passen Zones (White): White zones, denoting parking for the purpose of loading and unloading passengers exclusively, shall be placed only at locations where it is determined that the volume of passenger loading and unloading in relation to the demand for curb parking space is such as to cause double parking or interfere with the movement of traffic and if other passenger loading spacb not available within a reasonable distance. The same restriction as to number and location shall apply as with green and /or loading zones. Curb markings for any of the zones shall customarily be 25 feet in length. Zones shall be located as near as practicable adjacent to driveways, corners, or other similar locations, to permit ease of access. d. One or Two -hour Parking Time Limits: The posting of signs denoting one or two -hour parking shall be placed only at locations where it has been determined that the demand for curb parking space exceeds the available supply and the need for a turnover of space is readily apparent. (This standard shall also apply relative to parking meters in areas normally metered.) After such determination, a peti- tion endorsing the proposal and signed by a majority of property owners and /or lessees affected shall be required. One and two -hour parking may be considered in areas where all day parking is detrimental to a residential neighborhood due to adjacent business, schools, etc. e. Full -Time Parking Prohibitions; Full -time parking restrictions shall not be installed on streets greater than 30 feet in width unless traffic characteristics of the street clearly place it beyond the normal residential street class. On streets less than 30 feet in width, parking prohibition will be considered on one side, upon request. On streets less than 20 feet in width, parking prohibition will be considered on both sides, on request. 6. PEDESTRIAN CROSS WALKS STANDARDS. Recognizing the definition of a cross walk as set forth in the Vehicle Code and recognizing the principle that the installation of painted cross walks does not change the definition of a cross walk and does not change the rules of right of way of the Vehicle Code, nor establish a safety zone of any type for pedestrians; that such painted cross walks are utilized to direct pedestrian traffic, and further recognizing the false sense of security which pedestrians appear to experience at the marked cross walks as re- vealed by many pedestrian accident reports, installation of marked pedestrian cross walks should be done with reservation and in accordance with the following standards: a. At intersections: (1) Five or more pedestrians per hour average crossing a street with a vehicular volume of 250 or more per hour during the pedestrian movement. (2) At signalized intersections where standard (1) before set forth is met. (3) At irregular intersections where pedestrians could not otherwise determine the location for crossing, (Li) Adjacent to or on routes to schools normally traveled by a majority of school children or where it is de- sired that school children or pedestrians cross. b. Mid Block: (1) Where adjacent intersections are 800 feet or farther apart, and (2) Vehicle volume is a minimum of 250 per hour exceeding 25 miles per hour and five or more pedestrians desire to cross. 7. CROSSING GUARD STANDARDS Recognizing the principle that crossings normally used by school children often create an abnormal traffic congestion during the times when the school children are gravitating to and from school and there are varying degrees for the need of regulation at such crossing and further recognizing that the degree of congestion is aggravated by the lack of knowledge of traffic rules by the very young children who attend kindergarten, first and second grades, ages five through seven, than in the case of older children particularly the junior high school and high school students who are generally thoroughly familiar with the traffic rules and regulations. Recognizing further that it is impossible to provide such regulation of traffic that no conflict ever occurs between opposing vehicles or vehicles and pedestrians and that crossing guards cannot be placed at all locations where school children cross city streets to reach their school, it is determined that adult crossing guards can only be placed in the more congested locations where the vehicle traffic and pedestrian traffic is most congested and such crossing guards should only be pro- vided under the following standards: a. Where adequate natural gaps in traffic for crossing on foot are not sufficiently frequent for safety. b. Where a minimum of 45 children utilize such crossing to reach the school which they attend. (In extreme conditions where the Chief of Police and Traffic Engineer concur that unusual conditions warrant the installation of a crossing guard, such minimum student traffic at a crossing may be waived.) c. Where a traffic signal, four -way stop, or other regulatory device is not available at an intersection without an added 600 feet of walking distance to the nearest school gate. d. Where children cannot be reasonably directed over a route where regulation controls traffic. e. All of the above conditions shall exist before a crossing guard will be located at any cross walk. f. A guard shall not be placed at a signalized location, four -way stop, or within 600 feet of either unless there are turning vehicles in excess of 300 per hour through the cross walk at said intersection in which school children are crossing during the period in which they are crossing or other such special circumstances prevail at the inter- section and the Chief of Police and the Traffic Engineer concur in the opinion that a crossing guard at such intersection is necessary to regulate the pedestrian traffic. -7- THE FOREGOING RESOLUTION is approved and signed by me this 28th day of March 1961. ATTEST: c ity CL (SEAL) g. Crossing guards shall not be placed at crossings used exclusively by junior high and high school students. h. No crossing guard will be established at any crossing which does not qualify as a school crossing in accordance with the California Vehicle Code except where all conditions set forth in paragraphs a, b, c and d of Item 7 hereof are met and the Chief of Police and the Traffic Engineer concur in the opinion that a crossing guard should be installed at such location. 1 OF THE CITY OF ANAHEIM -rte CITY'CLERK OF THE CITY OF ANAHEIM STATE OF CALIFORNIA) COUNTY OF ORANGE ss. CITY OF ANAHEIM I, DENE M. WILLIAMS, City Clerk of the City of Anaheim, do hereby certify that the foregoing Resolution No. 6773 was introduced and adopted at a regular meeting provided by law, of the City Council of the City of Anaheim, held on the 28th day of March, 1961, by the following vote of the members thereof: AYES: COUNCILMEN: Chandler, Coons, Fry, Thompson and Schutte NOES: COUNCILMEN: None ABSENT: COUNCILMEN: None AND I FURTHER CERTIFY that the Mayor of the City of Anaheim ap- proved and signed said Resolution No. 6773 on the 28th day of March, 1961. IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the City of Anaheim this 28th day of March, 1961. -8-