Memo-Hobby Acres/Campbell Traffic Study & Stop Sign Request
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Public Works Department
Memorandum
To:
From:
Honorable Mayor and Members of the City Council
Steven C. Mielke, City Manager ,~
Steven J. Stadler, Public Works Director
Copy:
Date:
May 23, 2003
Subject:
Hobby Acres/Campbell traffic study & stop sign request
Staff held a public meeting with Hobby Acres and Campbell Addition residents on
Thursday, May 15. There were 14 people in attendance. I
At the meeting we discussed: the traffic volumes and speed data from traffic counts in
December 2002 and June 2000, comparisons with traffic volumes in other
neighborhood areas, the Hobby Acres committee stop sign request, neighborhood
traffic & pedestrian safety issues, traffic calming goals and techniques and study results
on use of stop signs and MMUTCD (Minnesota Manual on Uniform Traffic Control
Devices) guidance on stop signs and staff recommendation on an option to all-way stop
signs. After much discussion the general consensus of the group was:
· Agreement to put in the edge and centerline striping plan at the
Campbell/Farmdale and Althea/Farmdale intersections
· City staff should look at the Wayside/Farmdale intersection - particular
concern regarding the pine shrub at the intersection
· Agreement that a large share of the problem is from Hobby Acres/Campbell
residents - support for an informational flyer on neighborhood traffic safety
· School bus drivers need to slow down
· The stop sign proponents still prefer the all-way stop intersections but are
willing to try the edge and centerline marking plan (for up to a year, possibly)
Another idea with some level of support was to install 25 mph speed limit signs
throughout the neighborhood.
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STAFF RECOMMENDATIONS:
. Send out informational flyer on neighborhood traffic safety and the intersection
striping plan this week
. Jim Li9dy has already contacted the school district regarding the feedback we
. received on bus drivers
. Stripe the intersections during the week of June 2
. Install yield signs at Althea approaches to Farmdale and Wayside intersections
. Contact the Hobby Acres Speed Committee and ask if they still want City
Council action on stop sign request
Attachments:
. Public meeting attendance
. Meeting overviews and information sheets
. Wayside/Farmdale intersection information
. Meeting notice and stop sign request
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PUBLIC MEETING
MAY 15,2003
**TRAFFIC CONCERNS**
HOBBY ACRES & C.AMPBELL ADDITION
NEIGHBORHOODS
MEETING OVERVIEW
Introductions
History
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Traffic count summary
Hobby Acres Committee - Stop sign
request
City Engineer & Police Dept input.
Neighborhoods questions/comments &
discussion
What's next?
Close
TRAFFIC COUNT SUMMARY
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Traffic reasonable for area & # of homes
o Stations 1, 2 and 4: 255 - 285 ADT
o Station 3: 504 ADT (June 2000 ADT = .
493)
Traffic volume comparisons
Highest recorded peak hour volume =
47 vehicles per hour (1 vehicle/1.3 min)
Mostly 35-40/hour at station 3 .
Station 3 speed data:
.1 ,943 of 2,017 vehicles with speeds at or
below 30 mph (96.30/0)
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CITY ENGINEER INPUT
· Traffic & pedestrian concerns and traffic
'calming methods
· Stop signs, pedestrian safety and
vehicle speed control
· Alternative to stop signs
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SNGINS,ERING DJ;PARTMENT
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HOPKINS, MINNESOTA5,5343:'
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Hopkins City Code (Zoning)
520.09, Subd. 21 d
(Revised 4-15-97)
d) In side yards, terraces, patios, driveways, off-street parking,
steps, uncovered porches or stoops which do not extend in elevation above the
height of the ground floor level of the principal building and do not extend
nearer than two feet from any lot line. No basketball rebound board and hoop
shall be installed less than eight feet from the side lot linea
.
e) In rear yards, bays not exceeding a depth of two feet nor containing
an area.of more than 20 square feet; fire escapes with treads not exceeding a
width of three feet; balconies, decks, breezeways,' detached outdoor picnic
shelters and recreational equipment, and off-street parking, except as provided
in this code. (Amended Ord. 96-787)
Subd. 3. Play areas. Whenever a park or play area is so located that it abuts
on a public or railroad right-of-way, either a landscaped yard area of at least 30
feet shall be maintained between such right-of-way and the, nearest developed play
space, or a fence in conformity with section 520.13 or a six foot chain link fence
shall also be used. '
520.11. Traffic visibility. On corner lots in all ,districts, except B-2 and B-3, ~o
structure or planting in excess of 30 inches above the abutting curb line shall be
permitted within a triangular area defined as follows: "beginning at the intersection
of the projected curb lines of two intersecting streets, thence 30' feet along one curb
line, thence diagonally to a point 30 feet from 'the point of beginning on the other
curb line, thence to the point of beginning. fa
520.13. Fences. Subdivision 1. No person may construct, or cause to be constructed
or erected within the City, any fence without first making application for and
securing a permit therefor from the zoning administrator. (Amended Ord. 95-777.
[1-3-96])
Subd. 2. Location. Boundary line fences shall be located entirely upon the
private prope+ty of the person constructing or causing the construction of such fence
unless the owner of thk property adjoining agrees,' in writing, that such fence may be
erected on the division line of the respective properties. The zoning administrator
may require the owner of the property upon which a fence now ex'ists, or may require
any applicant for a fence permit to cause to establish the boundary lines of his
property by a survey thereof to be made by 'any registered land surveyor. (Ord. 97-797
[4-15-97] )
Subd. 3. Construction and maintenance. A fence shall be constructed in a
substantial, workmanl-ike manner and of substantial material reasonably su'itable for
the purpose for which the fence is proposed to be used. The fence shall be maintained
in a condition of reasonable repair and shall not be allowed to become and remain in a
condit,ion of .disrepair or danger, or constitute a nuisance, public or private. Link
fences, wherever permitted, shall be constructed in such manner the barbed end is at
the bottom of the fence and the knuckle ,end is at the top thereof~
Subdo 4. Nuisances. Any fence which is, or has become dangerous to the public
safety, health or welfare, is a public nuisanceo The Zoning Administrator may
commence proper proceedings for the abatement thereof 0 (Amended Ord. Noo 87-601)
Subd. 5 . Barbed wire. Barbed wire fences are permitted only in indus trial
districts as provided in this code 0
Subd. 6. Residential district fences. In an R district no boundary line fence
shall be erected or maintained more than four feet in height except that: (Amende.
. Ord. 613)
Section 520 Page 5
City oj%pkins Public Wor~
11100 ~efsior$[vcf. · g.{{pfj.nsJ fJvf!AL 55343-3435. pfione: 952-939-1382-:Fa;r; 952-939-1381
" WeD atUress: www.fiopfj.nsmn.com
May 2, 2003
Hobby Acres and Campbell Addition Residents:
Dear Hopkins resident:
RE: Public meeting on neighborhood traffic concerns
You are invited to atteno a public meetihg on May 15, 2003 to discuss a Hobby Acres
. neighborhood committee request.for'stop signs in your neighborhood area. This is also
an opportunity to discuss general neighborhood traffic safety concerns and the methods
available to address them. The meeting will be from 6:30 p.m. - 8:30 p.m. in the
Hopkins City Council chambers, Hopkins City Hall, 1010 1st Street South.
A Hobby Acres neighborhood traffic 90mmittee has requested that the city install stop
signs at several intersections in your neighborhood area. Specifically, the committee
requested all-way stop signs at the intersections of Farmdale & Althea, Farmdale &
Campbell and Althea & Wayside. The committee submitted the request based on a
Goncern for pedestrian safety and vehicular speeds. Wewould like your input prior to
presenting the request for City Council consideration.
The city obtained traffic volume and speed counts at four Hobby Acres neighborhood
street locations this past December. A summary of the results is attached to this le~er.
I look forward to meeting with you on May 15 - I hope you can attend this public
meeting. If you have questions, please call me at 952-939-1338 or email at
sstadler@hopkinsmn.com.
Steven J. Stadler .
Public Works Director/City Engineer
Enc.
Pt1Ttnering witli tfie comlnunity to 'Enlianu tlie Qyofity of Life
+ Inspire + 'Etfucate + InvoCve + Communicate +
nODDY Acres .t"1lI80CIUUun
Request for Stop Sign Installation
Marcil 10,2003
. Petition to the City:
To reduce car speeds and improve pedestrian safety in the neighborhood, Hobby Acres is requesting the
installation of all way stop signs at the intersections of Farm dale & Althea, Farmdale & Campbell, and
Althea & Wayside.
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Backrzround:
The Hobby Acres Association has over :fifty children. in the area ranging in age from infants to twenty years
old, with an estimated sixty plus children living in the adjoining Campbell Addition. neighborhood We
also have two individuals confined to wheelchairs that use the streets within the area.
In recent years, the speeds (and at times the volumes) of cars passing through the neighborhood has
increased, as has the amOUI1f of pedestrian traffic. Correspondingly, complaints by pedestrians being forced
off of the roads aJ:ld concerns for safety in the neighborhood have increased.
In 2002, the Hobby Acres Association established a Speeding Committee to develop a strategy to resolve a
continuing concern of the neighborhood with regaid to pedestrian safety on our streets. The first objective
of the committee was to determine if speeding cars were a universal concern of the neighborhood. The
Committee drafted a petition that stated: . ,
We, the residents of Hobby Acres, agree that a speeding problem exists in our neighborhood.
Being a neighborhood of walkers, joggers, cyclists, young children., and citizens confined to
wheelchairs, we are coneemedabout the safety of our community.
We, the uncIersigned, formally request that the city of Hopkins partner with us to find a solution
for this ongohIg problem.
The petition was signed by over ~5% of the residents of Hobby Acres.
The Committee then met with the City to communicate our. issues and discuss possible solutions. A
number of solutions were eXplored and the City did an analysis of traffic and speed counts in different
sectioJ;lS of the neighborhood. Based on the statistics, the City contends that there is not necessarily a
speeding problem and that 30 mph is an appropriate speed for the neighborhood.
The Speeding Committee disagrees with the City'~ '\l'iew: 1) The intersections are not 90 degree square. .
The design of intersections at Farmdalel Althea and Farmdale/Campbell allows and encourages cars to
travel through the intersections with minimal to no brakiilg. 2)'There are no sidewalks. Many times
pedestrians must jump off the street to avoid a ,car traveling 25-35+ mph. Furthennore, there are additional .
safety issues created when walkingIbiking with.kids. Also, because the intersections fucilitate driving
without braking, an approachmg'car can come upon a pedestrian much quicker and with less warning.
Finally, without sidewalks or some kind of natural separation from the cars, a car's speed and a pedestrian's
sense of danger are magnified. 3) Other neighborhoods that have a 30 mph speed limit tend to have many
stop signs (i.e. Interlacb.en Park). Neither Hobby Acres nor Campbell Addition have even one stop sign.
Based on our discussions with the City, it is the Committee's opinion 1hat the most cost effective solution
to address our neighborhood's,speedi,ng problem is to add stop signs at the three key intersections noted
above. The stop signs will, at a minimum, slow cars to speeds that are more acceptable to pedestrians as
well as enhance their sense of safety while walking, biking, or riding in a wheelchair.
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Respectfully Submitted.By, .
The Hobby A~ Speeding Committee
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Chapter 2B.
Regulatory Signs
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2B.l Application of Regulatory Signs
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The Expressway and Freeway sizes should be used for
higher-speed applications to provide larger signs for
increased visibility and recognition.
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Regulatory signs shall be used to inform road users of
selected traffic laws or regulations and indicate the applica-
bility of the legal requirements.
Regulatory signs shall be installed at or near where the
regulations apply. The signs shall clearly indicate the
requirements imposed by the regulations and shall be
designed and installed to provide adequate visibility and
legibility in order to obtain compliance.
Regulatory signs shall be retroreflective or illuminated to
show the same shape' and similar color by both day and
night, unless specifically stated otherwise in the' text
discussion of a particular sign or group of signs (see Section
2A.8).
The requirements for sign illumination shall not be
considered to be satisfied by street, highway, or strobe
lighting.
2B.2 Design of Regulatory Signs
I SUPPORT: I
Most regulatory signs are rectangular, with the longer
dimension vertical. The shapes and colors of regulatory
signs are Ji~ted in Tables 2A-3 and 2A-4, respectively.
Exceptions are specifically noted in the following Sections.
The use of educational plaques to ~upplement symbol
signs is described in Section 2A.13.
I OPTION: I
The Minimum size may be used on low-speed roadways
where reduced legend size would be adequate for the
regulation or where physical conditions preclude the use of
the other sizes.
The Oversized size may be used for those special appli-
cations that require increased emphasis, improved
recognition, or increased legibility.
2B.4 STOP Sign (Rl-1)
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R1-1
750 x 750 mm
30" x 30"
R1-3
300 x 150 mm
'12" x 6"
R1-4
450 x 150 mm
18" x 6" '
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When a sign is used to indicate that traffic is' always
required to stop, a STOP (RI-I) sign shall be used.
The STOP sign shall be an octagon with a white legend
and border on a red background., Secondary legends shall not
be used on STOP sign.faces. If appropriate, a supplemental
plaque (RI-3 or RI-4) shall be used to display a secondary
legend. Such plaques shall have a white legend and border
on a red background. If the number, of approach legs
controlled by STOP signs at an intersection is three or more,
the numeral on the supplemental plaque, if used, shall
correspond to the actual number of legs controlled by STOP
signs.
2B.3 Size of Regulatory Signs
1 SUPPORT: I
The Mn/DOT "Standard Signs Manual" 1 and the Federal
"Standard Highway Signs" 2 book contains sign sizes and
letter heights for regulatory signs used on conventional
'roads, expressways, freeways, and low-volume roads, and
under special conditions.
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The sizes for regulatory signs shall be as shown in
Appendix C at the back of this Manual.
I Available from Minnesota Department of Transportation, Office of Systems and Support Services, Map & Manual Sales Unit, see page ii.
2 Available from the Government Printing Office, see page ii.
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2B-l
December, 2001
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At intersections where all approaches are controlled by
STOP signs (see Section 2B.7), a supplemental plaque
(RI-3 or RI-4) shall be mounted below each STOP sign.
I OPTION: I
The ALL WAY (RI-4) supplemental plaque may be used
instead of the 4-WAY (RI-3) supplemental plaque.
I SUPPORT: I
The design and application of Stop Beacons are described
in Section 4K.5.
2B.4.1 CROSS TRAFFIC DOES NOT
STOP Plaque (Rl':'X2)
CROSS TRAFFIC
C ~
DOES NOT STOP
R1-X2
600 x 450 mm
24" x 18"
I OPTION: I
The CROSS TRAFFIC DOES NOT STOP sign may be
used at intersections where geometric, topographic or other
conditions exist and motorists approaching a STOP sign
may expect cross traffic to stop. When used, it shall be
installed on the same structure as the STOP sign beneath
all other supplemental plaques.
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Its use shall be limited to those intersections where an
engineering and traffic investigation indicate a need.
2B.5 STOP Sign Applications
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STOP signs should not be used unless engineering
judgment indicates that one or more of the following
conditions exist:
A. Intersection of a less important road with a main road
where application of the normal right-of-way rule
would not b~ expected to provide reasonably safe
operation;
B. Street entering a through highway or street; .
C. Unsignalized intersection in a signalized area; and/or
D. High speeds, restricted view, or crash records that
indicate a need for control by the STOP sign.
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, Because the potential for couflicting commands could
cr~ate driver confusion, STOP signs shall not be installed at
December, 2001
intersections where traffic control signals are installed and
operating.
Portable or part-time STOP signs shaH not be used except
for emergency and temporary traffic control zone purposes.
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~~i@ANCE: I
STOP signs should not be used for speed control.
STOP signs should be installed in a manner that
minimizes the numbers of vehicles having to stop. At inter-
sections where a full stop is not necessary at all times, con-
sideration should be given to using less restrictive measures
such as YIELD signs (see Section 2B.8).
Once the decision has been made to install two-way stop
control, the decision regarding the appropriate street to stop
should be based on engineering judgment. In most cases, the
street carrying the lowest volume of traffic should be
stopped.
A STOP sign should not be installed on the major street
unless justified by a traffic engineering study.
I SUPPORT: I
The foHowing are considerations that might influence the
decision regarding the appropriate street upon which to
install a STOP sign where two streets witlu:elatively equal
volumes and/or characteristics intersect:
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.
The use of the STOP sign at highway-railroad grade
crossings is described in Section 8B.7.
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2B.6 STOP Sign Placement
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The STOP sign shall be installed on the correct side of the
traffic lane to which it applies. When the STOP sign is
installed at this required location and the sign visibility is
restricted, a Stop Ahead sign (see Section 2C.26) shall be
installed in advance"ofthe STOP sign. .
The STOP sign shall be located as close as practical to the
intersection it regulates, while optimizing its visibility to the
road user it is intended to regulate.
STOP signs and YIELD signs shaH not be mounted on the
same post.
c.
2B-2
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fGtriPANCE: I
If stop lines are to be used to supplement a STOP sign,
they should be located at the point where the toad user
should stop (see Section 3B.16).
If only one STOP sign is installed on an approach, the
STOP sign should not be placed on the far side of the inte~-
section.
Where two roads intersect at an acute angle, the STOP
sign should be positioned at an angle or else shielded so that
the legend is out of view oftraffic to which it does not apply.
Where there is a marked crosswalk at the intersection, the
STOP sign should be installed approximately 1.3 m (4 ft) in
advance of the crosswalk line nearest to the approaching
traffic.
J OPTION: I
At wide-throat intersections or where two or more
approach lanes of traffic exist on .the signyd approach,
observance of the stop control may be improved by the
installation of an additional STOP sign on the left side of the
road and/or the use of a stop line. At channelized intersec-
tions, the additional STOP sign may be effectively placed on
a channelizing island.
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I SUPPORT: I
Figure 2A-2 shows some typical placements of STOP
signs.
2B. 7 Multi.way Stop Applications
I SUPPORT: I
Multiway stop control can be useful as a safety measure
,at intersections if certain traffic 'conditions exist. Safety
concerns associated with multi way stops include
pedestrians, bicyclists, and all road users expecting other
road users to stop. Multiway stop control is used where the
volume of traffic on the intersecting roads is approximately
equal.
The restrictions on the use of STOP signs described in
Section 2B.5 also apply to multiway stop applications.
t GUIDAhi'<;E:'j
The decision to install multi way stop control should be
based on an engineering study.
The following criteria should be considered in the
engineering study for a multi-way 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 5 or more reported
crashes in a 12-month period that are susceptible to
correction by a multi-way stop installation. Such
crashes include right- and left-turn collisions as well
as right-angle collisions.
C. Minimum volumes:
1. The vehicular volume entering the intersection
from the major street approaches (total of both
approaches) averages 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)
averages 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 85th-percentile approach speed of the major-
street traffic exceeds 40 mph, the minimum
vehicular volume warrants are 70 percent of the
above values.
D. Where no single criterion is satisfied, but where .
Criteria B, C.I, and C.2 are all satisfied to 80 percent
of the minimum values. Criterion C.3 is excluded
from this condition. '
Ol'TION: I
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 generate 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; and
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.
2B-3
December, 2001
.
.
._.~ ~".
.
vw....... ___ ____......
2.1 DermitioD of Traffic Calming
,
.Traffic calming is defined as the combination of policies and measures that help correct the
negative effects of motorized vehicle use on individuals and society in general by changing the
design and role of streets to serve a broad range of tranSportation, social, and environmental
objectives.
2.2 Goals and Objectives of Traffic CaImh1g
The goals of traffic calming are to:
· increase the quality of urban life,
· improve conditions for people,
create safe and attractive streets,
reduce collision frequency and severity, and
, .
help reduce the negative effects of motorized vehicles on the environment.'
The objectives of traffic calming are to:
.
achieve slow Speeds for motor vehicles,
improve the real and perceived safety for non-motorized users of the street,
incorporate. the. preferences and requirements of the people using the area (residing.
working, playhlg, etc.) along the street(s) .or at the intersection(s),
provide more greenery (trees, shrubs, etc.)..
increase access to land for all modes of transportation,
reduce cut-through motorized vehicle ttaffic where' desired, and
promote pedestrian, cycle, and transit use.
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Neighborhood Traffic Control
.
------ ",
'.,
NelTE
NORTH CENTRAL SECTION
INSTITUTE OF TRANSPORTATION ENGINEERS
.
January 1994
.'
ALL-WAY STOPS
.
The Manual on Uniform Traffic Control
Devices (MUTCD) and Traffic Engineers
Handbook (TEH) have established specific
warrants for installation of 4 way or all way
stops. These warrants were developed to
assist in determining whether or not 4 way
stop signs could help as~ign right of way at
hIgher volume intersections reduce an acci-
dent problem, or fill in as an interim measure
until traffic signals could be installed.' Con-
siderations outside established 'warrants are
restricted intersection sight distances, and
school crossings. Studies have sho~ that 4
way stop signs are not an effective technique
for controlling speeds and should' not be
used to reduce traffic volumes, or simply to
satisfy citizen demands. It should be remem-
bered that stop signs constitute one of the
most significant means of separating and
controlling traffic movements and should be
carefully considered.
, Effects
Volumes. Four-way stop signs produce no
net reduction of traffic volume~ if traffic is
primarily local in make-up. Where there is
existing shortcutting thru traffic, stop signs
may reduce vol~es; however, the effective-
ness of the 4-way stop as a deterrent to thru
traffic is dependent on stop sign saturation,
heavy enforcement and the availability of
useful alternative routes. Often the alterna-
tive route is another adj~cent residential
street, and problem traffic is merely dis-
placed, not eliminated
Neighborhood Traffic Control
January 1994
, I
CHAPTER.
15
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Speeds. Studies have typically shown 4-way
stop~' do not have a significant impact on
_ vehicular speeds. Overall area speeds have
shown mhlimal reductions near the intersec-
tion. In midblock areas, where most acci-
dents involving young pedestrians occur,
speed increases are frequently the result.
Safety. It is not clear whether 4-way stop
signs will improve safety when they do not_
meet establiShed, warrants. In some cases '
accidents actually increase, possibly due to
the stop signs being unexpected or deemed
unnecessary ther~by encouraging rolling
stops, or by instilling a false sense of security
in crossing motorists and pedestrians.
Studies have shown that stop signs that do
not meet warrants are basically ignored by
many drivers. Also as mentioned bef~re
. ,
speeds tend to increase in the mid block areas
where most young pedestrian accidents
occur. However, if ~arrants are met or
where sight distances are poor - an all way
stop ~ay increase safety.
- 15-1
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rants are
ces, and
\Tn that 4
echnique
t. not be
imply' to
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Le of the
. :ing and
hould be
lduce no
traffic is ".
there is
op signs
~ffective-
.t to thru
t,uration,
bility of
alterna-
sidential
~ely dis-
January 1994
'.
Speeds. Studies have typic~y shown 4-way
stop~' do ,not have a significant impact on
vehicular speeds. Overall area speeds have
shown minimal reductions near the intersec-
tion. In midblbck areas, where most acci-
dents involving - young pedestrians occur,
speed increases are frequently the result.
Safety. It is not clear whether 4-way stop
signs will improve safety when they do not.
meet established warrants. In some cases
accidents actually increase, possibly due to
the stop signs being unexpected or deemec;i
unnecessary ther~by encourag41g rolling
stops, or by instilling a false sense of security
in crossing motorists' and pedestrians.
Studies have shown that stop signs that do
not meet warrants are basically ignore~ by
many drivers. Also as mentionec;l before,
speeds tend to increase in the mid block areas
where most young 'pedestrian accidents
, .
occur. However, if ~arrants are met or
where sight distances are poor - an all way
stop I?1ay increase safety.
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Review of Effective Traffic Calming
Applications anq Implementation
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