Report- 4 Way Stop Requested at 9th & 1st St. SREPORT ON TRAFFIC CONDITIONS AT
INTERSECTION OF 9TH AVE. 1ST ST. SO.
(Vicinity of Post Office)
This report is the result of an engineering study requested by the City
Council on July 7, 1981 based upon a petition by the Hopkins Post Office.
The Engineering Department suggested that the actual traffic counts be delayed
until after the relocation and installation of the Post Office mail drop boxes
on 9th Avenue on the east side of the Post Office. It was felt that the traffic
volumes on the two intersecting streets would change considerably after the re-
location of the drop boxes.
Therefore traffic and pedestrian volume counts were made over a 16 hour
period (6:00 A.M. to 10:00 P.M.) on Wednesday, September 15, 1982. Attached
are the vehicle counts in 15 minute intervals (Sheet Ai A A) and the summary
by hours (Sheet B). Also included are the pedestrian coun in hourly intervals
(Sheet C). These counts were made by an observer stationed near the intersection
over the 16 hour period.
In order to make a recommendation for Council consideration of possible traffic
changes, certain traffic data is needed (see attached pages #32 33). These pages
describe "warrants" or simply justification for the installation of a traffic con-
trol device. These pages are taken from the Manual on Uniform Traffic Control De-
vices for Streets and Highways and have been adopted by the Federal Highway Ad-
ministration as a national standard for all classes of highways, pursuant to auth-
ority by Minnesota Statutes 1971, adopted and prescribed such manual for streets
and highways of the State of Minnesota. It is the intent that the provisions of
this manual be standards for traffic control device installation, but not a legal
requirement for installation.
The tabulation on Sheet D lists traffic volumes counted for certain factors
which are needed to determine whether or not a traffic control device is needed.
(Sheet F is included to show totals for the various movements and total traffic
counts for the 16 hour period).
Col. I Time of Day and Vehicle Movement
Col. II Vehicle Volume from All Approaches
Col. III Vehicle Volume from Minor Street (9th Ave. So.) plus pedestrians
Col. IV Vehicle Volume on Major Street (1st St. So.) Both approaches
Col. V Vehicle Volume on Manor Street (9th Ave.) One approach
Col. VI Ratio fo Major Street Volume to Minor Street Volume
Col. VII Total Pedestrians
IS A 4WAY (MULTIWAY) STOP WARRANTED?
2B -6 Multiway Stop Sign page 33, sets forth conditions, any one or more if
present could warrant a multiway stop.
From 2B -6 Multiway Stop Sign page 33, paragraph 3.
Minimum Traffic Volumes:
(a) the total volume entering the intersection from all approaches must
average at least 500 vehicles per hour for any 8 hours of an average day.
(See Col. II, Sheet D).
In the 9 hour period from 9:00 A.M. to 6:00 P.M., all hourly volumes counted
except the 1:00 P.M. to 2:00 P.M. volume (498) exceed the required 500. Therefore
the average volume for any 8 hours exceeds 500.
(b) The combined vehicular and pedestrian volume from the minor street (9th
Ave. So.) must average at least 200 units per hour for the same 8 hours.
From Sheet F, Col. III these combined vehicle and pedestrian exceeds the 200
units per hour for the same 8 hours.
0
CONCLUSION
Based on meeting the above conditions, it appears that the installation of a
4 Way Stop can be considered. The first paragraph of 2B6 states that a multiway
stop should ordinarily be used only where the volume of traffic on the intersect-
ing roads is approximately equal. Col. VI on Sheet F shows the ratio of major
street volumes to minor street during the peak hours from 11:00 A.M. to 6 :00 P.M.
range from 40% to 90% higher on the major street.
This means that delays to the higher street volume may occur since traffic
from the minor street has, in effect, equal "green time Therefore it can be
predicted that the "smooth" flow of traffic on 1st Street South which had the
right -of -way will now be less "smooth" flowing. This is a tradeoff to permit a
safer condition for the traffic on 9th Avenue attempting to enter the intersection.
Sheet F shows a large volume of traffic crossing N-S through the intersection,
probably due largely to the placement of the mail drop box on 9th Avenue.
In the future, if the 4 Way Stop is installed, it may be necessary to eliminate
or restrict parking near the intersection to faciltate the flow of traffic.
Respectfully submitted,
John J. Strojan
City Engineer
10/15/82
STOP signs are intended foe• use on roadways where traffic is
required to stop.
The STOP sign shall be an octagon with white message and bor-
der on a red background. The standard size shall be 30 inches by
30 inches. Where greater emphasis or visibility is required, a larger
size is recommended. On low volume local streets and secondary
roads with low approach speeds, a 24 -inch by 24 -inch size may be
used.
At a multiway stop intersection (sec. 2B -6), a supplementary
plate (R1 -3) should be mounted just below each STOP sign. If
the number of approach legs to the intersection is three or more,
the numeral on the supplementary plate shall correspond to the
actual number of legs, or the legend ALL '\VAY (R1-4) may be
used. The supplementary plate shall have white letters on a red
background and shall have a standard size of 12 inches by 6 inches
(R1 -3) or 18 inches by 6 inches (R1 -4).
A STOP sign beacon or beacons may be used in conjunction with
a STOP sign as described in section 4E-4.
Secondary messages shall not be used on STOP sign faces.
2B-5 Warrants for Stop Sign
Because" the STOP sign causes a substantial inconvenience to
motorists, it should be used only where warranted. A STOP sign
may be warranted at an intersection where one or more of the fol-
lowing conditions exist:
1. Intersection of a less important road with a main road where
application of the normal right -of -way rule is unduly hazardous.
2. Street entering a through highway or street.
3. Unsignafired intersection in a signalized area.
I. )!her intersect ic,i,s where a c :oinl,ination of high speed, re-
:it.rietea view, and serious accident record indicates a need for control
by the S'T'OP sign.
STOP signs should never be used on the through roadways of
expressways. Properly designed expressway interchanges provide
for the continuous flow of traffic, making STOP signs unnecessary
even on the entering roadways. Where at -grade intersections are
temporarily justified for 'local traffic in sparsely populated areas,
STOP signs should be used on the entering roadways to protect the
through traffic. STOP signs may also be required at the end of
diverging roadways at the intersection with oilier Highways not
designed as expressways. In most of these cases, the speeds will not
warrant any great increase in the sign sizes.
211-4 32
I I; +11;;; it tit �t t� :t II l !low; 1�11C
t't(' f
control signals are operating. 'T'lie conflicting commands of two
types of control devices are confusing. If traffic is required to stop
when the operation of the stop and -go signals is not warranted, the
signals should be put on flashing operation with the red flashing
light facing the traffic t.liat must stop.
Where two main highways intersect, the STOP sign or signs
should normally be posted on the minor street to stop the lesser flow
of traffic. Traffic engineering studies, However, may justify a deci-
sion to install a STOP sign or signs on the major street, as at a
three -way intersection where safety considerations may justify stop-
ping the greater flow of traffic to permit a left turning movement.
For other than emergency purposes portable or part -time STOP
signs shall not be used.
STOP signs should not be used for speed control.
2B -6 Multiway Stop Signs
The Multiway 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.
Any of the following conditions may warrant a multiway STOP
sign installation (sec: 2I3-4)
1. Where traffic signals are warranted and urgently needed, the
multiway stop is an interim measure that can be installed quickly
to control traffic while arrangements are being made for the signal
installation.
2. An accident problem, as indicated by five or more reported
accidents of a type susceptible of correction by a multiway stop
installation in a 12 -month period. Such accidents include right
and left -turn collisions as well as right angle collisions.
3. Minimum traffic volumes:
(a) The total vehicular volume entering the intersection from
all approaches must average at least 500 vehicles per hour for any
8 hours of an average day, and
(b) The combined vehicular and pedestrian volume from the
minor street or Highway must average at least 200 units per hour
for the same 8 Hours, with an average delay to minor street ve-
hicular traffic of at least 30 seconds per vehicle during the maxi-
mum Hour, but
(c) When the 85- percentile approach speed of the major street
traffic exceeds 40 miles per hour, the minimum vehicular volume
warrant is 70 percent of the above requirements.
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VEHICLES PER HOUR
VARIOUS INTERSECTION APPROACHES
9TH AVE. 1ST ST. SO.
II III IV V VI VII
MINOR STREET MAJOR STREET MINOR STREET RATIO
ALL BOTH APPROACHES BOTH APPROACHES ONE APPROACH MAJOR TOTAL
TIME OF DAY APPROACHES 9TH AVE. SO. 1ST ST. SO. HIGH VOLUME TO PEDESTRIAN
VEHICLE MOVEMENT M---��- 1 12 3 7-9 4 -6 10 -12 APPROACH MINOR
Viz
6:00 A.M. 7:00 121 55 1 66 24 1.2:1 3
7:00 8:00 305 136 1 169 62 1.2:1 13
8:00 9:00 411 178 t 233 100 1.3:1 8
9:00 10:00 529 260 it 269 162 1.0:1 29
10:00 11:00 548 236 S 312 137 1.3:1 6
11:00 12:00 545 189 AO 356 104 1.9:1 26
12:00 1:00 P.M. 668 262 14 406 149 1.5:1 37
1:00 2:00 498 206 10 292 114 1.4:1 21
2:00 3:00 549 208 q 341 119 1.6:1 8
3:00 4:00 586 240 Q 346 140 1.4:1 19
4:00 5:00 742 302 IS 440 196 1.5:1 25
5:00 6:00 609 256 353 168 1.4:1 11
6:00 7:00 360 159 0 201 93 1.3:1 2
7:00 8:00 212 82 3 130 59 1.6:1' 5
8:00 9:00 186 77 3 109 39 1.4:1 6
9:00 10:00 142 67 i 75 44 1.1:1 1
TOTALS 7011 2913 4098 1710 220
September 15, 1982
10
338
ZZ£Z
520
11
1140
298
LLT
11 2
FIRST STREET SOUTH
2225
2909
3205
1585
September 15, 1982
F
M
M
ZZ£Z
520
1000
5`
802
4
FIRST STREET SOUTH
2225
2909
3205
1585
September 15, 1982
F
M
M