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1dCITYOF C HASSE 7i{y Center Drive, PO Box 147 ~nhassen, Minnesota 55317 Phone 612.93Z 1900 'eneral Fax 612.937.5739 ineering Fax 612.937.9152 !lc Safe~ tax 612.93<2524 wwmci, chanhassen, mn. us MEMORANDUM TO: Mayor City Council Scott A. Botcher, City Manager September 22, 1999 Establishment of a School Speed Zone on Coulter Boulevard, East of Galpin Boulevard/Bluff Creek Elementary School FROM: DATE: SUB J: Please find attached a memo from the Assistant City Engineer discussing the establishment of a school speed zone on Coulter Boulevard near Bluff Creek Elementary. Having read the memo and visited the site during the school day, I am in concurrence with the recommendation made therein. Thank you. ;ity of Cha,hassen. A ~row/n~ commu,/tv with dean lakes, ~uality schooh, a charmin~ downtown, thriving businesses, and beauti£ul oarks. A creat v/ace to live. work. and MEMORANDUM CITYOF CH I SEI 690 Ci{y Center Drive, PO Box 147 Chanhassen, Minnesota 55317 Phone 612.937.1900 General Fax 612.937.5739 Engineering Fax 612.93Z9152 Public Safe{y Fax' 612.934.2524 Web www. ci.&anhassen, mn. us TO: FROM: DATE: SUB J: Background Anita Benson, City Engineer Dave Hempel, Assistant City Engineer-l)C/4/f.~l,{ September 22, 1999 Consider Establishment of School Speed Zone on Coulter Boulevard East of Galpin Boulevard - Bluff Creek Elementary File No. PW-070D-5 Staff has received requests from some parents whose children attend Bluff Creek Elementary School to establish a school speed zone along Coulter Boulevard and Galpin Boulevard (County Road 19) adjacent to Bluff Creek Elementary School. Since the opening of Bluff Creek Elementary School in 1995, residential development in the area has increased. In addition, Coulter Boulevard has been extended east and west of the school. Our records indicate no previous traffic studies have been performed. General According to State Statutes, local authorities may establish the school speed limit within school zones of a public or non-public school on the basis of an engineering and traffic investigation on streets and highways under a City's jurisdiction in accordance with the Minnesota Manual on Uniform Traffic Control Devices (MMUTCD). School speed limits are in effect when children are present, going to, or leaving school during the opening and closing hours or during school recess periods. School speed limits shall not be lower than 15 MPH and shall not be more than 20 MPH below the posted speed limits on the affected streets if the Speed limit is 40 MPH or greater. This evaluation has been prepared by following the criteria as outlined in MnDOT's "A Guide To Establishing Speed Limits in School Zones". The definition of a "school speed zone" is a section of street or roadway which abuts the ground of the school where children have access to the street or highway from the school property or where children use an established school crossing as provided by the "school crossing signs" prescribed by the MMUTCD. The purpose of a school speed zone is to re-route or direct school pedestrian traffic to use a single or common route and crossing point which will enable the use of crossing guards and/or added traffic control signs to effectively safely direct school pedestrian traffic. Studies have shown that most drivers respond favorably with increased care in driving when children are visibly present. Statistics show The Gtv of Chanhassen. A erowin~ commun&, with clean lakes, aualit~ schooh, a cha~ni,v doumtown, thrit,inv hminesse~, and heauti/~d aark~ A areat Anita Benson September 22, 1999 Page 2 the greatest causes of child pedestrian accidents are children crossing between parked cars in school bus loading or stopping zones. Whenever possible, loading and stopping zones should be off the street. Engineering and Traffic Investigation Results A traffic study was performed during the morning hours between 8:15 a.m. and 9:15 a.m. on September 16 and 20, 1999 to monitor pedestrian/vehicle movements at the intersection of Galpin Boulevard and Coulter Boulevard. Galpin Boulevard (County Road 19) is under the Carver County Public Highway Department's jurisdiction, our traffic study did not include this portion of roadway. Staff did, however, contact Carver County Public Works to request a school speed study be performed along Galpin Boulevard. Mr. John Weller with the Carver County Public Works Department requests a letter from the City to initiate a study. A sidewalk/trail runs along the north side of Coulter Boulevard and the east side of Galpin Boulevard. There are three crosswalks established at the intersection of Galpin Boulevard and Coulter Boulevard, two across Coulter Boulevard (one on each side of Galpin Boulevard) and one across Galpin Boulevard south of Coulter Boulevard. Vehicle access to the school is limited to Coulter Boulevard. A bus loading and unloading zone is located on the south side of the school. School crossing guards were present at the driveway entrance to the school and at the intersection of Galpin Boulevard and Coulter Boulevard. Coulter Boulevard is classified as a collector street in the City's Comprehensive Plan. It is also designated as a Municipal State Aid (MSA) route. The street width is 36 feet wide with parking prohibited on both sides. The average daily traffic (ADT) on Coulter Boulevard is 2090 vehicles per day. The speed limit on Coulter Boulevard is 30 MPH. Attached is a survey of vehicle/pedestrian counts along Coulter Boulevard at the intersection of Galpin Boulevard. The first column of the survey represents the number of pedestrians and/or bikes traveling to the school in five-minute intervals. As noted, the amount of pedestrian traffic is relatively low. All pedestrians and bicycles used the established crosswalk at the intersection of Galpin Boulevard and Coulter Boulevard to access the school. The direction of the pedestrians was all from south of Coulter Boulevard and east of Galpin Boulevard. Staff did not witness any pedestrian movements across Galpin Boulevard from the west or further to the east along Coulter Boulevard. The second column represents the number of vehicles traveling along Coulter Boulevard, east of Galpin Boulevard. By comparing the vehicles' average daily Anita Benson September 22, 1999 Page 3 traffic during the hours of 8:00 a.m. to 9:00 a.m., indicates that approximately 100 additional cars that travel to the school during this period versus when school is not in session. The third column represents the number of buses dropping off children and the fourth column represents the number of vehicles dropping off children into the school grounds. Staff also contacted the Carver County Sheriff's office for a report of traffic accidents in the area over the past year. The Sheriff's Office indicated that no accidents had occurred along Coulter Boulevard adjacent the school or at the intersection of Galpin Boulevard and Coulter Boulevard. Conclusion Given the relatively low pedestrian and traffic counts along Coulter Boulevard, the location and use of the established crosswalks and sidewalks, and isolated school bus drop-off and loading zone, staff does not recommend the establishment of a'school speed zone along Coulter Boulevard. Staff believes that the existing crosswalks at Galpin Boulevard and Coulter Boulevard along with the crossing guards are effectively and safely directing school pedestrians to the school. However, staff does recommend two additional traffic signs (school advance sign - Attachment No. 5) be installed along Coulter Boulevard adjacent to the school grounds. Attachments: 2. 3. 4. 5. Excerpts from MMUTCD. Traffic counts dated June 21, 1999. Survey of pedestrian/vehicle counts dated September 16, 1999. Survey of pedestrian/vehicle counts dated September 20, 1999. Proposed traffic signage plan. c: John Weller, Carver County Public Works g:\eng\dave\ccXschool speed zone.doc ATTACHMENT# 1 Part VII. TRAFFIC CONTROLS FOR SCHOOL AREAS A. GENERAL 7A-1 Need for Standards Traffic control in school ar6as is a highly sensitive subject. If all the demands of parents and others were met, there would have to be many more police and adult guards for school duty; and many more traffic signals, signs, and markings. Such demands, however, are not always in line with actual needs. Analyses often show that at many locations, school crossing controls requested by parents, teachers and other citizens are unnecessary and costly and tend to lessen the respect for controls that are warranted. It is therefore important to stress the point that regardless of the school location, safe and effective traffic control can best be obtained through the uniform application of realistic policies, practices and standards developed through engineering studies. Pedestrian safety depends in large measure upon public understanding of accepted methods for efficient traffic control. This principle is never more important than in the control of pedestrians and vehicles in the vicinity of schools. Neither school children nor vehicle operators can be expected to move safely in school zones unless they understand both the need for traffic controls and the ways in which these controls function for their benefit. Non-uniform procedures and devices cause confusion among pedestrians and vehicle operators, prompt wrong decisions, and can contribute to accidents. In order to achieve uniformity of traffic control in school areas, comparable traffic situations must be treated in the same manner. Each traffic control device and control method described in this part fulfills a specific function related to specific traffic conditions. The type of school area traffic control used, either warning or regulatory, must be related to the volume and speed of traffic, street width and the number of children crossing. For this reason, the traffic controls necessary in a school area located on a major highway would not be needed on a residential street away from heavy traffic. Yet, the important point to be made is that a uniform approach to school area traffic controls must be developed to assure the use of similar controls for similar situations (which promotes uniform behavior on the part of vehicle operators and pedestrians). A school route plan for each school serving elementary and kindergarten students is useful in developing uniformity in the use of school area traffic controls. The plan, developed by the school and traffic officials responsible for school pedestrian safety, consists of a simple map showing streets, the school, existing traffic controls, established school routes, and established school crossings. A typical school plan map is shown in figure 7-1. VICTORIA ST, LEGEND ~- SAFE .~k~:X. ROUTE TRAFFIC Sl0~[ h C~SSI~ Figure 7-1. Typical school mute plan map. The plan permits the orderly review of school area traffic control needs, and the coordination of school pedestrian safety education and engineering activities. The following treatment of signs, signals, and markings for school areas is intended to provide in effect a comprehensive handbook in its field, to be applied as a national standard. It establishes general principles to be observed in designing, installing, and maintaining traffic control devices in school areas, and prescribes specific standards where possible. While it constitutes a part of this Manual, it is designed so that it can be used independently, for the convenience of those who are not concerned with the many other phases of traffic control. To that end some material concerning specifications and devices having more general application is repeated here from preceding parts of this Manual. Reference to reduced speed signs for school areas and crossings is included in this Manual solely for the purpose of standardizing signing for these zones. However, this is not to be considered an endorsement of the practice of mandatory reduced speed zones for all school areas and crossings. 7A-2 School Routes and Established School Crossings School routes should be afforded by existing traffic necessary for children to established school crossing and to avoid the use of a existing traffic control. planned to take advantage of the protection controls. This planning criterion may make it walk a non-direct, longer distance to an located where there is existing traffic control, direct, hazardous crossing where there is no Factors to be considered when determining the feasibility of requiring children to walk a longer distance to a crossing (at a location with existing traffic control) are: 1. The availability of adequate, safe sidewalks or off roadway sidewalk areas to and from the location with existing control, 2. The number of children using the crossing, 3. The age levels of the children using the crossing, and 4. The total extra walking distance. 7A-3 School Crossing Control Criteria Alternate gaps and blockades are formed in the vehicular traffic stream in a pattern peculiar to each crossing location. For safety, a pedestrian must wait for a gap in traffic that is of sufficient duration to permit a street crossing without interference from vehicular traffic. When the delay between the occurrence of adequate gaps becomes excessive, children may become impatient and endanger themselves by attempting to cross the street during an inadequate gap. This delay may be considered excessive when the number of adequate gaps in the traffic stream, during the period the children are using a crossing, is less than the number of minutes in that same time period. With this condition (when adequate gaps occur less [requently than an average of one per minute) some form of traffic control is needed which will create in the traffic stream the gaps necessary to reduce the hazard. A recommended practice for determining the frequency and adequacy of gaps in the vehicular traffic stream is given in the Institute of Transportation Engineers publication, School Trip Safety Program Guidelines. * · Available from Institute of Transportation Engineers, see page iv. 7A-3 Rev. 3186 7A-4 Scope This part sets forth basic principles and prescribes standards to be followed in the design, application, installation and maintenance of all traffic control devices and other controls required for the special pedestrian conditions of school areas. Such devices and controls include signs, signals, markings, adult guards, student patrols, and grade separated crossings. 7A-5 Application of Standards The standards of this Manual apply to all streets and highways open to public travel regardless of type or the level of governmental agency having jurisdiction. All traffic control devices used in school areas shall conform to the applicable specifications of this Manual. 7A-6 Engineering Study Required The decision to use a particular device at a particular location should be made on the basis of an engineering study of the location. Thus, while this Manual provides standards for design and application of traffic control devices, the Manual is not meant to be a substitute for engineering judgment. It is the intent that the provisions of this Manual define the standards for traffic control devices, but shall not be a legal requirement for their installation. 7A-7 Maintenance of Traffic Control Devices Maintenance of devices must be of high standards to assure that legibility is retained, that the device is visible, that it is functioning properly, and that it is removed if no longer needed. Devices which are used on a part-time basis shall be in operation only during the time periods they are required. Regulatory traffic control devices for school areas should be removed, covered or not operated when they are not needed for extended periods of time, such as during summer vacations. 7A-8 Placement Authority. (Refer to Section lA-3.1.) 7A-9 Removal of Confusing Advertising There should be legal authority to prohibit the display of any unauthorized sign, signal, marking, or device which interferes with the effectiveness of any official traffic control device. The enactment of Section 11-205 of the Uniform Vehicle Code will provide this authority. 7A-10 Meaning of "Shall," "Should" and "May" In the Manual sections dealing with the design and application of traffic control devices, the words "shall," "should" and "may" are used to describe specific conditions concerning these devices. To clarify the Rev. 3186 7A-4 MN Rev. 8 I neV. 8 7B-9 School Advance Sign (SI-l) The School Advance sign (S 1-1) shall be used in advance of any signed school crossing. The School Advaqce sig9 ...may. ~.e ._used ~i_n_adva.nce .o,f .!.ocations_wh~.r.e s_~c_h~_ol__b_u_!l~gs_, or grounds are adjacent to the highway. It may also be used in advance of established schOOl.. &o's'slngs "hot- adjacent to a school ground. The color, fluorescent yellow-green may be used with a black border and legend for the School Advance sign. When fluorescent yellow-green signs are installed, a systematic approach of using one color within a zone or area should be used. The mixing of standard yellow and fluorescent yellow-green signs of the same type, within a selected site area, should be avoided. Where used. the sign shall be erected not less than 150 feet nor more than 700 feet in advance of the school grounds or school crossing. The sign shall have a minimum height and width of 36 inches in rural areas, and 30 inches in urban areas. S1-1 36" x 36" OR 7B-10 School Crossing Sign (S2-1) MU ] The School Crossing sign assembly may be used to identity the exact .er. 8I location of established crossings including signalized locations used by pupils going to and fi'om school, except that at crossings controlled by stop signs, the sign should be omitted. Crossings not adjacent to schools or not on established school pedestrian routes shall not be signed. When used, the sign shall be erected at the crosswalk, or at the minimum distance possible in advance of the crosswalk. The color, fluorescent yellow-green may be used with a black border and legend for the School Crossing sign assembly. When fluorescent yellow-green signs are installed, a systematic approach of using one color within a zone or area should be used. The mixing of standard yellow and Rev. 8 I fluorescent yellow-green signs of the same type, within a selected site area, should be avoided. Rev. 6 6/98 Rev 6 6/98 Rev 6 6/98 MN 7B-3 1/aa MN Rev. 8 S2-1 36" x 36" i S1-1 OR 36" x 36" " i S2-P2 30" x 24" Fluorescent yellow-green School Crossing Sign and sign assembly OR S1-1 36" x 36" $2-1 36" x 36" S2-P2 30" x 24" Standard yellow School Crossing Sign and sign assembly Rev. 6 6/98 MN Rev. 8 MN Rev. 8 MN Rev. 8 The School Crossing sign assembly shall consist of the School Advance sign (S1-1) and a supplemental plaque (S2-P2) mounted directly below the School Advance sign to more easily identify the exact location of the crosswalk. An optional method is to install a School Crossing sign (S2-1) adjacent to the crosswalk. The School Crossing sign and the School Advance sign shall have a minimum height and width of 36 inches in rural areas, and 30 inches in Iurban areas. The 24" x 18" supplemental plaque shall be used with all sizes of School Crossing or School Advance sign. MN 7B-4 1/99 :29176 PORTABLE TRAFFIC RECORDER ATTACHMENT #2 DATA SHEET DAY MO N 5-6 ii 6-7 Ii TUE 5 WED 0 5'7 ")1 SUN AVERAGE of COUNT WEEKDAY I WEEK END s-.~o 1i o~ s t 8~ ,o-,, ii i ~ ~ ).ITS :3-4 II ff~ Iio'z., !1~t t , I i i I ! i I I I I I I I t I I 1 , ! I o~ I I I i t ,! t AVERAGE DALLY TRAFFIC Remork$: ................ A'~Y~C~IMENT. 17 /3 /5' /,-/ ..............................ATTACHMENT'"' #4 . t ATTACHMENT /