To minimize the spread of COVID-19, the City will be reducing service levels to essential services only. All City Hall offices are closed, except Development Services and the Permit Counter (temporarily on the first floor) which is open Monday-Friday from 9AM-3PM. See the Essential Services guide under the News Section for more details.
Why are newer roads being repaired before older roads in the downtown area?
The majority of current road rehabilitation Capital Improvement Projects are in the historic areas of town, and are rehabilitating older roads. A map and full list of all CIP projects can be viewed here.
Many factors play into how road rehabilitation is scheduled, including:
Ideal maintenance schedules: When we maintain roadways properly the life cycle cost is only 25% when compared to waiting until the roadway fails and then reconstructing them. Newer roads are maintained in the most optimal fashion in order to limit costs.
Funding sources: Some federal grant funds can only be used for maintenance of collector and arterial roadways, which does not apply to most of the downtown roadways.
Underlying utilities: In the downtown area, many of the underlying utilities are often in much worse shape than the pavement. The City is beginning a 10-year program to rehabilitate the water and sewer systems in the downtown area, and will also rehabilitate the pavement after the waterlines are replaced.
How are speed limits set in the City of Lincoln?
The California Vehicle Code (CVC) establishes prima facie speed limits on all public streets based on the individual street classification and, in some cases, land use. The term ‘prima facie’, as used in the CVC, is a speed limit that applies when no other specific speed limit is posted. The following are some of the land uses for which 25 miles per hour (mph) is the prima facie speed limit: business districts, residential districts, senior centers, and school zones.
In addition, the CVC allows local jurisdictions to justify speed limits other than the prima facie speed limit by performing an engineering and traffic study for specific street segments. Speed limits set by an engineering and traffic study are normally set near the 85th percentile speed, rounded to the nearest 5 mph increment. The 85th percentile speed is the speed at or below which 85 percent of the traffic is moving.
The CVC allows for the posted speed to be reduced by 5 mph from the nearest 5 mph increment of the 85th percentile speed if the conditions and justifications for using this lower speed limit are documented in the engineering and traffic study and approved by a registered Civil or Traffic Engineer.
Studies of the effects of establishing, raising and lowering speed limits demonstrate that setting the speed limit too high or too low can increase collisions. Speed limits that are set near the 85th percentile speed of free flowing traffic are safer and produce less variance in vehicle speeds. Because of this, the 85th percentile is used to establish the upper limit of operating speeds that are considered reasonable and prudent.
Additionally, adherence to this procedure is required to allow local law enforcement to use radar equipment to enforce the speed limits that are not established by prima facie speeds.
How does the City determine where to install stop signs?
Stop sign placements are recommended by the City Engineer when specific traffic conditions are met, as identified in an engineering study. This conditions are different for all-way and two-way stops.
All-Way Stop Sign Control
In order for the City Engineer to recommend installation of all-way stop sign control, the intersection must meet one or more specific traffic criteria established by the State of California, Department of Transportation (CALTRANS). The criteria indicates that all-way stop control should be installed where the number of vehicles approaching the intersection from all directions is approximate or equal, or where there is a collision history as indicated by a specific number and types of incidents. Other criteria that may be considered in an engineering study includes the need to control left turn conflicts; the need to control pedestrian or vehicle conflicts near locations that generate a 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.
Two-Way Stop Sign Control
Similarly, in order for the City Engineer to recommend installation of a two-way stop sign control, the intersection must meet one or more specific traffic criteria established by the State of California, Department of Transportation (CALTRANS). This includes that the vehicular traffic volumes on the through street or highway exceed 6,000 vehicles per day; that a restricted view exists that requires road users to stop in order to adequately observe conflicting traffic on the through street or highway; and/or crash records indicate that three or more crashes that are susceptible to correction by the installation of a STOP sign have been reported within a 12-month period, or that five or more such crashes have been reported within a 2-year period.