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Agenda Report - October 15, 2003 I-03
............... 1-1TY OF LODI COUNCIL COMMUNICATION AGENDA TITLE: Discuss Almond North Residential Development as per Council's Requee-4 at the October 1, 2003 meeting MEETING DATE., October 15,2003 PREPARED BY: Community Development Director Public Works Director RECOMMENDED ACTION: Receive and File. BACKGROUND INFORMATION: At the October 1s' C4 Council meeting, several..� people spoke in opposition to a development proposal by Kirst Development on Almond Drive. In 1994, Concord Development received approval to construct 100 homes on the vacant property north of Almond Drive and east of Stockton Street. In 1998, the allocations were expired by the City Council due to inactivity. In 2002, Concord Development returned with a new plan that did not include the two parcels owned by the Ruhl family. That plan was approved and allocated. As shown, pursuant to city requirement, a conceptual street layout was included for the Ruhl property to ensure neighborhood connectivity. In May 2003, Kirst Development submitted a development plan for the property he purchased from Mrs. Ruhl. The plan encompasses 28 lots and 34 units (12 duplexes on the corner lots). The difference between the previous plan and the Kirst proposal was the location of Cherrywood Way connecting to Almond Drive and the use of duplex units on the corner lots. DISCUSSION. At the City Council meeting, a number of comments were made that will be responded to as follows: Fuel Tank. It was asserted that ground contamination had occurred on the Ruhl property. In fact, no contamination has been found, The Ruhis did have an above -ground agricultural diesel tank, but it was removed prior to the sale to Mr. Kirst, and an investigation around the tank location found no leakage. -- City Manager AimondNorth.doc 10/09103 Council Communication Meeting Dates October 15, 2003 Page 2 Duplexes within the Development-, The Kiat proposal includes duplex units on corner lots. The ability to develop that type of unit is allowed by right within the R-2 single-family zone. This is the designation that was placed on the property when it was annexed into the City in 1992. The ability to have duplex units dates back in the Zoning Ordinance prior to 1965, In fact, the Noma Ranch Development, built in the mid 1980's immediately to the east of the Kirst proposal, includes duplex units on all 23 corner lots, It is staff's and the Planning Commission's opinion that this provides good planning, more efficient utilization of land and more opportunities for families to find housing in Lodi, Almond Drive Traffic: Almond Drive is 44 feet wide between the curbs in a 60 -foot right-of-way and is classified as a "Minor Collector" street. This classification is a result of the physical location of the street — a straight link between Cherokee Lane and Stockton Street — as it was in the County before it was annexed, and the fact that it collects traffic from the adjacent neighborhoods, The City's design standards provide for a traffic volume range of 4,000 to 10,000 vehicles per day (vpd) on minor collectors. The current volume on Almond Drive is just under 4,000 vpd, The posted speed limit is 30 mph, and the actual average and "85th percentile" speeds are approximately 32/38,5 mph, respectively. Additional counts are being conducted and will be presented at the Council meeting, These figures are similar to many other residential minor collectors such as Tokay Street, Vine Street and Mills Avenue, City traffic volumes are shown on Exhibit C. The neighborhoods served by Almond Drive are shown on Exhibit D. The design of neighborhood streets attempts to minimize traffic volumes on local residential streets and provide multiple access points to adjacent collector streets. The design of the street layout in this area is constrained by a number of factors: * Industrial development on the west side of Stockton Street— This had led to reverse frontage lots on the east side of Stockton Street and a minimal number of streets accessing Stockton Street to keep noise levels down in the neighborhood. * Limited Kettleman Lane access — The only street connecting to Kettleman Lane is Academy Street, located at the far east end of the neighborhood. With the Highway 12 median construction, Academy Street access will be limited to right turns, ® No Cherokee Lane access — Given pre-existing development on Cherokee Lane, there is no opportunity for neighborhood streets to connect to the east. As part of the planning for the Almondwood Estates project currently under construction, Elgin Drive will be extended to Stockton Street, as well as a new street connecting to Almond Drive near Stockton Street. At the time of approval, the developer asked to eliminate the Almond Drive connection, offering that it could be made with the next development to the east (now called Almond North). Staff felt both were necessary, and the Planning Commission approved the map with the Almond Drive connection, We also note that we require developers to submit a potential street layout for adjacent properties to assure that we are not leaving an adjacent property with a difficult -to -develop situation and to plan adequate access. While the ('('03-20 Council Coff" MUnication Meeting Date: October 15, 2003 Page 3 developer may have indicated a cul-de-sac for the Planning Commission, it was for the purpose of indicating a potential development layout, and as noted above, the desire for a street connection was discussed. Past requests for traffic -related service on Almond Drive have focused on truck traffic and parking/sight-distance issues. In response to these requests, the street has a number of no -parking zones and trucks over 2 axles are prohibited. The Almond North project (34 units) will generate approximately 316 vehicles per day, well less than 10% of the traffic on Almond Drive, even if all the traffic used that street. Staff will present additional traffic volume information at the meeting. Stop signs as speed control devices: Staff is providing background information on our often repeated statement that stop signs are not an effective speed control device. As we indicated, numerous studies support this statement. Attached are: Exhibit E — A recent analysis of over 70 technical papers on the subject. Exhibits F thru I — Four specific studies on the subject from 1976 through 1994. Exhibit J Copy of a staff report to the Council in 1988 in which we tested a specific location in Lodi and found a slight increase in speeds following instailation of an unneeded stop sign, FUNDING. None required Respectfully Submitted, Konradt Bartlarn Community Development Director KB/RCP/lw Attachments Richard C. Prima, Public Works Direct r Exhibit "A" Almond Wood Estates Development Plan (Concord Development/KB Home) Exhibit "B" Air -nand North Development Plan (Kirst) Exhibit "C" City traffic volumes Exhibit "D" Neighborhoods served by Almond Drive Exhibit "E" Analysis of technical papers Exhibit T" thru "I" Specific studies on the subject from 1976 thrOUgh 1994 Exhibit "J" Copy of staff report to Council in 1988 CC.03-20 r- 0 w AY 52' p�p4Gn,wn c t/w_._.--..-_..�..._...�---�. AVEN3JE =25D'-_. -., — -r-- gp s� ....6pf I� i 1 � �, O, �. •-il mil «! f N0' ��' on i �i J. d I — — _ � Z�-06t—Z9G N3SS-IIN CO tz ALA 6ND DRIVE 7 �t �0 ---- .�— -- ".R7 1i3mxvvl U t � R7 i wLj ,coif' a' F i a -- I OC 3 52' p�p4Gn,wn c t/w_._.--..-_..�..._...�---�. AVEN3JE =25D'-_. -., — -r-- gp ....6pf i 1 � �, O, �. •-il mil «! f N0' ��' on i �i J. d I — — _ � Z�-06t—Z9G N3SS-IIN . �. 29' NOIVB Id61"13ri �t �0 �C 1i3mxvvl U t [eta Q mm�baf OC 3 : E Q ooe f� 04" E s;f" 01- ,teal i� apt i ooi I 4 of EXHIBIT "B" 0 3 n 9s- C.Z r� V c l T3S'�i'N"1° z - [€ �n � i � `.-�iK+c� Ci[a--c 4 of 0 3 n 9s- C.Z r� V c l T3S'�i'N"1° z - [€ �n 0 3 n 9s- l T3S'�i'N"1° [€ �n � i CITY OF LODI PUBLIC WORKS DE I',����'�IYE.�rT •6 ' __� --.1 S.ggR y Cs 14,.7VU I3,Si3U > LO KEF0RM o W ' § " k S °0 K _ 5,140 w d __ q C•' ''J I L i > LO KEF0RM o W ' § " S °0 5,140 d 5T ''J E.LM tad 10,200 11<906 .9,800 8,200.., .. l f,6R0 4.',00 $,300 8.000E 4,9Rq S1' 8z ,n ._J 10oF3 T'. . / �r P Lyr 2.s 2,20 5 T 2,60d 1,700 2,500 4,50€?- 5,900 B,SQ4 S.i .f U nu N Y) I AN ELOD � 6,940 5,9139g2 9,t AO g4p 4,700; 14,0606,1dQ pt3:5[HS � ©p C2 W ey P pp Q [S N2 [D -5 TOK/0' + � ST _.T. 1,56E ..,210 3.00Q a 6,800 5,900 5.740 7,2! 4,500 VINE� r 3,506 3,906 4,200 4,400 2.900 1�456�.�...A 9,300 1,800 J I x z �. /r�`} . �• 24,500 N. 25,8(?q 28,900 zl,sdo Z ry -' 6 ALMONO ;,430 N URI' B: VD .._.�.� 3,500 5,340 5,800 a Pi 6,900 4,700 3,250 16 m HARNEY r a 94<100 10,700 V1 0. 2 :R 9,700 4,200 " 1.600 4,200 2000 8 ui 13,100 24.0[30 1 p.i10!� Rn 2,OEiCa NTRAFM VOLUME SCALE NQ iq- Figures based on weekday counts, no seasonal adjustment except State Highway counts are annual average days, Perak month days are approximately 20% higher, Apri# 2003 M:\TRAFFEC1Adtvm\Adtvm03.cfwq, 04/1612003 08:41:38 RM, jbender C -"ITY OF LODI -� Ncighborhoods Served By -Almond Drive M -\Traff lc\Alm on d2003 INP111— y Stops P The Research Shows the WTCD is correct =Exh=ibitE P111—, ^�' , Multi-way Sty - The Researchs the MUTCDCorrect! W, Martin Bretherton Jr., P,E,(M) 1 bstrcrc 1. � Tris paper revierl•ed over 70 technical papers covering call-rs�ay stows (or multi-vi,oy stops) crud their s f fCc cs.s card f -iih(re as fr of c cowrol devices in res•idenfial greats. Thissludy is the most comprehensive fi,arld oil 11211l i -Arra slop signs The sttrc(),, looked 'Et hoer nudti-�vqy strap signs have been msec us trctffic calming raaecrstrres to control pecad. Thf,,r-c Facrvc>. been 3 hypotheses studied rising rvdri-rvgy stop as speed control, The research found carr acditioncrl 1rotlreses° sttrdied siror��irtn thc� effect rrar�°Iti��cy slops bcr�;e orr other traffic engineering problems. The re search found that, over iMelrningly, nmlti-rvgy stop signs do NOT control speed except under eery il;mited conditions, The research shori�s that the concerns about unrvarrranted stop signs erre H ell fibunded. Many elected officials, citizens and some traffic engineering professionals feel that multi way stop signs should be used as traffic calming devices. Many times unwarranted stop signs are installed to control traffic. The Manual on Uniform Traffic Control Devices (MUTCD)(16) describes warrants for installing multi -way stop signs. However, it does not describe many, of the problems caused by the installation of MIWIZU-rartted stop signs. These problems include concerns like liability issues, traffic noise, automobile Pollution, traffi l~�lulti-way Stops ,. T lie Research Shows the �t�TCi� is Correct Page 2 of t l 1, Matti -way stops do not control speeds. Twenty-two papers were cited for these findings. ( Reference 1, 2, 78, 1(}, 12, 13, 14, 15, M, 17, 10, 20, 34, 45, 46, 51, 55, 62, 63, 64, 66 and 70). 2. Stop compliance is poor at unwarranted multi -way stop signs. Unwarranted stop signs means they do not meet the. -warrants of the MUTCD. This is based on the drivers feeling that the signs have no traffic control purpose. There is little reason to yield the right -of -way because there are usually no vehicles on the minor sh=eet. Nineteen references found this to be their finding, ( Reference 7, 8, 10, 12, 13, 14, 15, 17, 19, 20, -59, 45, 46, 51. 5j, 61, 6163 and 64 }. Before -After stUdies show multi -way stop signs do not reduce speeds on residential streets. Nineteen r fcr;Lnces found this to he their finding, (Refercnoc 19 (1 study), 55 (5 studies), 60 (8 stMies) and 64(5 studies)), 4. Unv-arranted multi -way stops increased speed some distance from intersections. The studies hypothesizing that motorists are mating Lip the time they lost at the "unnecessary" stop sign. Fifteen r fere ccs found this to be their finding.( Reference 1, 2, 7, 8, 10, 1.13, 14, 17, 19, 20,39, 4 ,46, 51, 55, 70 and 7t) - Multi -way- stop signs have high operating costs based on vehicle operating costs, vehicular travel tunes, fisel consuniptio i and increased vehicle emissions. Fifteen references found this to be their finding (ReferQnce 3, 4, 7, 8, 10, 14, 15, 17, 45, 55 <61, 62, 63, 67 and 68). 6� Safety of pedestrians is decreased at unwarranted multi -way stops, especially small children. It seemsthat pedestrians expect vehicles to step at the stop .signs but many vehicles have gotten in the habit of running the "unnecessarystop sigh. Thirteen references fo€ nd this to be their finding. (References 7, 8, 10, 13, 14, 15, 17, 19, 20, 45, 51, 55 and 63). 7. Citizens fey i. "safer" in communities "Positively, controlled" by strap signs. Positively controlled' is meant to infer that the streets are controlled by unwarranted stop signs. Homeowners on the residential collector feel safer on a °caped' street. Seven references found this to be their finding. (Reference 6, 14, 18, 20, 51, 59 and 66). Hypothesis tNvelve {below) fists five references that dispute the results of these studiM 8. Speeding problems on residential streets are associated with" through" traffic. Frequently homeowners feel the problem is created by 'outsiders'. Many times the problem is the person complaining or their neighbor, Five references found this to be their finding. (References 2, 15, 45,51 and 55). 9. nv,v ural((° multi -way stops may present potential liability problems for tindocument.ed exceptions to accepted warrants. Local .Jurisdictions feel they may be incurring higher liability exposure by 'violating' the MLITCD. Many times the unwarranted stop signs are installed without a warrant study or some documentation. Cited by six references. (Reference 7, 9, 19, 46, 62 and 65). 10, Stop si;;ons increase noise in the vicinity of are intersection. The noise is created by the vehicle braking noise at the intersection and the cars accelerating tap to speed, The noise is created by the engine exhaust, brake, tire and aerodynamic noises. Cited by .five references. (Reference 14, 17,M 45, 55). t t. Cos t of 11stal"no 31111lti-way steps are low but onforcci-nent coasts are prohibitive. many corrinwnities do not have the resources to effectively enforce compliance with the stop signs. five references found this to be their finding. (Reference 1, 10, 45, 51, 55 }. 12. Stop signs do not significantly change safety of intersection. Stop signs are installed with the hope they will mate the intersection and neighborhood safer. Cited by five references. (Reference 55, W 61, 62, 63), l-ittpilf/ww-w.ci.troy.nil.us/TrafficEnginceringultiway.htm 10/02/2003 Nlulti-vvav Stops - The Research Shows the MUTCD is Correct Page 3 of 11 Hypothesis seven (above) lists seven references that dispute the results of these studies. 13. Unwarranted multi -way stops have been successfully removed with public support and result in unproved conlplia.nce at justified stop suns. Cited by three references. (Reference 8, 10, [2). 14. Unwarranted multi -way- stops reduce accidents in cities with intersection sight distance problems and at intersections with parked cars that restrict sight distance. The stop suns are unwarranted based on volume and inay not quite meet the accident threshold. Cited by three references. (Reference: 6, 18; 68), 15, Citizens feel stop signs should be installed at locations based on traffic engineering studies. Some laollleowners Y',-axlize tine in?portanc� of installing 'needed' stop signs. Cited by two references, (References 56, 57 ;. 16. stops can reduce cut-throul-l-i traffic volume if anany intersections along the road are controlled by stop sifons. if enough stop signs are installed can a residential or collector street motorists may go aIioth(,,r way, because of the inconvenience of having to start and stop at so manly intersections. This includes the as at2y' drivers thatwill not stop but slc wly'cruise' through the stop signs. This driving behavior lavas been nicknamed the 'California cruise'. Cited by two references. (Reference 14, 61). 17. Placement of i-inwarranted stop suns in violation of Georgia State Law 32-6-50 (a) (b) (c). This study %-,-as conducted using, Georgia lave. Georgia lav,, requires local governments to install all traffic controls devices in accordance with the MUTCD. This is probably similar to traffic signing laves in other Mates. Cited by two references. (Reference 19, 62). !8. Special police enforcement of multi-vvay stop signs has limited effectiveness. This has been called the 'hallo' effect. Drivers will obey the 'unreasonable' laws as lora as a policemen is visible. Cited by two references. (R,ference 39_ 46). M District edge orders removal of stop signs not installed in compliance with city ordinance. fridges have ordered the removal of'unnecessary' stop signs. The problem begins when the traffic engineer and/or eiected officials are asked to consider their intersection a'special case'. This creates a precedent brad results in a proliferation of 'special case' all-vvay stop signs. C ited by tvv€x refererices. (FLefererrce a9, 62). 20. Sozxx� urisdir_ticros have Created warrants for multi -way stops that are easier to meet than tMUTCD. The jurisdicuon feel that the MUTCD warrants are too difficult to meet in residential areas. The reduced warrants are usually created to please elected officials. Cited by two references. (Reference 61 and 70). 21. Citizens perceive step signs are effective as speed control devices because traffic "slows" at stop sign. If everybody obeyed the traffic laws, stop signs would reduce speeds on residential streets. Cited by one reference. (Reteres�ce 5�1. 22. Removal of multi -way stop signs does not change speeds but they are slightly lower without the stop sicros. "floss sada findings support the drivers behavior referenced in item #4, speed increases when Lit?tv<:art" x;;tt:ct stop sa<-ax.s are i,?stalled. Speed decreases ,,;he,n the stop signs seen removed! Cited by one, reference. (EZefefencc 64). 23. Multi-vvay stops degrade air quality and increase CO, HC, and Nox, All the starting and stopping at the intersection is bad for air quality. Cited by one reference. (Reference 69). http;i/vvtvw.ci.troy.ra0i.tas/Traffic ngineering r ultiway.htrn 10/02/2003 Nl ilti-way Stops - The Research Shows the MUTCD is Correct Page 4 of i 1 Sped Caz ��e�l_ 214. There area many ways to "calm" traffic. Cited by twenty-two references. (Reference t, 14, 20, 32, 33, 34, 35, 3336, 37, 39, 40,41,41, 44, 45, 46, 47, 48, 50, Si. 53 and 66), They include: (a) Traffic Chokers (f) Sidewalks and Other Pedestrian Solutions (b) Traffic Diverters (g) Neighborhood Street Design (c) Speed Humps (h) On -Street Parking (d) Roundabouts (i) O ae< Way Streets (e) Neighborhood Speed Watch (1) Street Narrowing �. Other possible solutions to residential speed. Most speeding is by residents a Neighborhood Speed Watch Programs niay work, This pro yarn works by using the principle of `peer' pressure. Cited by seven references. (Reference 2. 30, 3 1, 36, 42, 48 and 53). 26, Reduced speed lin-its are not effective at slaving traffic. Motorists do not drive by the nurnber on the sins, they travel a safe speed. based on the geometries of the roadway. Cited by five references. (Reference i . 20, 39.46 and 69). 27. Local streets should be designed to discourage excessive speeds. The most effective way to slow down traffic can residential streets is to design them for slow speeds. Cited by two references. (Ref rence 4.3, 28. Speeding on residential streets is a seasonal problem. This is a myth. The problems of speeding is not seasonal, it'sJust that homeowners only see the problem in'pleasant' weather. That's the time they spend its there front yard. or �,alking the neighborhood. Cited by one reference. (Reference 2). 29, Speed variance and accident frequency are directly related. The safest speed for a road is the speed thai most of the drivers feel safest driving. This speed creates the lowest variance and the safest road. Cited by one reference. (Reference 47). 0. The accident involvem-nt rate is lowest at the 85th percentile speed. The 85th percentile speed is the speed that most drivers feel comfortable driving. The lowest variance is usually from the 85th percentile speed and the 10 mph .less. Cited by one reference. (Reference 47). 1. Psycho -perceptive transverse pave ��ent markings are not effective at reducing the 85th percentile speed but do reduce the highest speed percentile by 5 MPH. Cited by one reference. (Reference 47). 31 The safest residential streets would be short (U0 smiles) non -continuous streets that are 26 to 30 feet from curb to curb width. The short streets make it difficult of drivers to get up to speed. Cited by one reference. (reference 52). http://ww-�v.ei.t.roy-mi,tis/TraMcEnginceringAi l ritiway.htrn 10/02/2003 Multi -way Stops - The Research Shows the INRJTCD is Correct Page 5 of 11 Studies have found that installing unwarranted step signs increases operating casts for the traveling Ir public, The operating casts involve vehicle operating costs, costs for increased delay and travel time, cost to enforce signs, and costs for fines and increases in insurance premiums. The total casts are as follows (Reference 55): Operating Costs (19901) 11.,737/year i; 5.04291 /Stop) Delay & Travel Gusts (1990) S 88,556 /year ($.0340 1 /Stop) Enforcement Costs (1990) $ 837/year Cost of Fines (19 per year) $ 1,045/year Cast of 2 stop signs (1990) $ 280 Costs of increased insurance (1990) K&OLN&�z Tota (1990) S210,061/year/intersection The cost to install two steps signs is $280. The cost to the traveling public is $210,061 (1990) per year in operating costs. This cast is based on about 8.000 vehicles entering the intersection per day. Another study (62) found that the averaoc annual road user cast increased by $2,402092 (1988 cost) per intersection Nvhen converting from two to four way stop signs for low volume intersections. y_QE`_ tQp _ i p e €snl til De Vii_ Researchers found that multi -way stop signs do not control speed, In analyzing the 23 hypotheses for multi -way stop signs. five were favorable and 18 were unfavorable toward installing unwarranted all -way stop suns, The Chicago study (6) was the only research paper that showed factual support for "ainwarranted" multi -way strip suns. They were found to be effective at reducing accidents at intersections that have sight distance problems and on -street parking, it is ff] zcst,ulo �o nate that speeding pi-oblenis and multi -way stop sign reguests date back to 1930 (633 The pzofeasioiI still has not "soly€.d" dais perception problem, R_mwa y o c Quo in kAAaAI_V_s_is Benefits to co trot speeds by installing multi -way step signs are perceived rather than actual and the casks hup; `/ww,v.ci.troy,i.us/TrafficEn ineering�lydtiway.htm 10/02/2003 Muhi-N y Mops - The Research Shows the MUTCD is Correct 'age C of l 1 for the driving public are far greater than any benefits derived from the installation of the multi -way stop signs. W. Martin Prethcrton Jn, P.E. Chief Engineer, Traffic Studies Section G,.vinnett County Department of'Transportation 75 Langley Drive Lawrenceville, Georgia 30045 770 - 8 22 - 74 12 brethema tco.gwiiinett.ga.tts References used in Research of Multi -Way Stop Signs 1. Gerald L. Ullman, "Neighborhood Speed Control - US, Practices", ITE Compendium of Technical Papers, 1996, pages 111- 115. 2 Richard F. Beaubein. "Controlling Speeds on Residential Streets", ITE Journal, April 1989, pages 37- 39. , "4 � a' : Step Simms Cut Accident Date 58% at Rural Intersections", ITE Journal. November 1984, pages 23-24. - 4. Michael Kyte &-, Joseph Marek, "Collecting Traffic luta at All -Way Stop Controlled Intersections". ITE JOUrML April 1989, pages 33-36. 5. Chan, Flynn & Stocker, "Volume Delay Relationship at Four Way Stop Controlled Intemections: A Response Surface Model", ITE journal. March 1989, pages 27-34. . La Plante and Kripidlowkdki, ".Stop Sign Warrants- Time for Change". ITE jourpal, October 1992, pages 25-29. 7, Patricia B. Noyes, "Eesponding to Citizen Requests for Multi Way Stops", Vl"E' Jourpal, January 1994, pages 4a-48. 8. Chadda and Carter, "Multi -Way Stop Signs - Have We Crone Too Far?", LL JQjLmal, May 1983, pages 19-21. http://wwr ,v.ci,troy.mi.Lis/Tt-,ifficEngineer-iiig/-iMttltlway.htm 10/02/2003 Multi-Nvay Stops - The Researc Shows the MUTCD is Correct Pa(ye 7 of 11 9, Cary Moore,° GC vinnett County Legal Opinion-, on Unwarranted Multi -Ways Stops", N larch 6,199€I. 10. C hadda and Carter, " The Changing Role of Multi -Way Stop Control". ITE. C____ eudiur a ��_`I`echnica Papers, 1983, pa.µes 4-3) 1 to 4-34. t 1. Lovell and Hager, "The Safety Effect of Conversion to All -Way Stop Control", Transportatign P,esearc h_Record 1068. pages 1031-107, 121. " Inc! iana Su-)ests Way to Halt Stop Sign Misuse", Trgjsty�..Reportr February 1989, Paye 7. 1978 14. "State of the Art, Residential Traffic Management", US DOT, P1- WA,'RD-80/092, December 1980, paces 63-65, 22-23. 15, Dick Williams. "A New Direction for Traffic Dispute", Atbmta Journal. January 14, 1988, Section E, page 1. 16. " !V�'aff,-Mts for ML?!d-Way Stop Signs" (2B-6), Manual on U� tfgLajTraffjJc Control Devices, US DOT, IOWA. pages 21B-33 to 213-4, IT "Stop and Yield Siw,rn Control", TrafliqI?e� icos HaudbQok, US DOT, I AWA 198'< pa.aes 2- 14 to 2-16. 18, La Pante & Kropidlowdki, "Step Sign Warrants ", Presented at ITE Conference, San Diego, CA, September 18, 1989. 19, Walt RekrIce "Traffic Engineering Study of Nfuld-Way Stop Signs". City of Roswell, February 15. 1988. 20. 1-iodnburoer, etal,Residential Strut Des r� and_Tt�alfic �ontroi, ITE, Washington, DC, 1989. 21. p��d_Zone Guidelines. ITE, Washington, DC, 1993, 21 A_'okcv onGeometric esi�ta.o� Fri ��yva� � and �treets; Aft HrI`C1, Washington, DC, 1994. 23. A.I. Ballard, "Efforts to Control Speeds on residential Collector Streets", ITE. ol_ "I'c c hqi(� al'aper , 1900; pa-cs 445-448, 24. C.E, Walter, "SL�burban P.esiderrtial Traffic Calming", LTE Comp—gndiurn of gggjjgical Pap�r�s, 1994, pages 445-448, 25, K,L, Gonzalez, " Neighborhood Traffic Control: Bellevue's Approach", ITE Icsrtrnal, Vol, 43, No.S, May 199'), pages 4')-45, http://wwv , -.ci.troy.ml.us/TTaffiCEn ineerirs(/Mtiltiway,htm 10002/2003 �'I �Iti-way Stops - The .Research Shows the muTCD is Correct Page 8 €�f 1 1 26. Briars Kanely & B.E. Ferris, "Traffic Diverter's for residential Traffic Control - The Gainesville Experience", ITE _C Compendium of Technical Papers, 1985, pages 72-76. 27. Marshail Elizer, "Guidelines for the Design and Application of Speed Humps", ITE (:.rprci.irrsj c>f Technical Ls, 1993, pages 11 -1 5. 28. T. Mazella Vic. D. Godfrey, "Building and Testino a Customer Responsive Neighborhood Traffic Control Prouuram", ITE Como ndium of Technical_1?apgrs, 1995, pages 75-79. 29. W N1. Bretherton and J.f:_ Womble, "Neighborhood Traffic MIanagenicnt Program", ITE,.Conit)en. diurn � chnicsal Papers. 1992, pages 398-101. c: f C, 30, J.E, Womble, "Neighborhood Speed Watch: Another Weapon in the Residential Speed. Control Arsenal", ITE, _Joiir al. Vol. 60, No. 2, February 1990, pages 1- 17, 31. Michael Wallworh9 „Traffic Calming" The Genesis Group, unpublished. 320 Dow, Len-iov, "Calmin- Traffic", Governing, August 1996, paces 25-27. 33, Michael 1A'"all\ orl<. "Traffic Calming", Tlie TEaf is of ty ToolL -,, ITE, Washington, DC, 1993, pages 234-245. 34. Ransford S. McCourt. Neighborhood Traffic lvlanagement Survey, ITE District 6, Technical Chair, unpublished, Jane 3, 1996. 35, Halbert.. eta[, "Implementation of Residential. Traffic Control Program in the City of San Diego", .District 6 Meeting, July 1993, 36, Anton Dahlerbrush, „Speed. Humps & Implementation and Impact on Residential Traffic Control", City of Beverly Hills, California, District 6 Meeting, July 1993. 37. I-iror Vohra, "Modesto Speed I- unip Experience", District 6, ITE Meeting, July 1993. 38. Patricia Noyes. "Evaluation of Traditional Speed Reduction in Residential Area", District 6 ITE MectlngJuly 1993. 39. Cynthla L:, Hoyle, Traffic Calming, American. Planning Association, Depart No 456, July 1995. 40. Sam Yager. Use of Roundabouts. ITE Technical Council Committee, 513- 17, Washi , ,too, DC, l�c,kuary- 1992. 41. Quiclelines for Residential Subdivision Steet jtsi n, ITE, Washington, DC, 1993. 2.esidential_ tr�ets. Znd Lditiorj, ASCE, NAHB & ULT, 1990. http://�vNv,v.ci.troy.mi.its/TrafficEngineeringll tiltiway.htm 10/02/2003 Multi -way Mops -- The Research Shows the MUTCD is Correct Page 9 of i I 43, TrafficCalming, Citizens Advocating Responsible Transportation, Australia, 1989. 44. Traffic_ C;alrn n�_,.in....ractice, Department of Transport, etal, London, November 1994. 45. ' `odd Long, "The Use of Traffic Control Measures in the Prevention of Through Traffic Movement on Residential Streets", uriptihlished, Masters Thesis, Georgia Tech, September 1990. 46, Patricia Noy cs, "Evaluation of Traditional Speed Reduction Efforts its residential Areas", ITE arrrtpenditim_of TechnicalPar)ers, District 6 Meeting, 1993, pages 61-66. ?. G.F. l',am-los, "Tlw and Co ntv`s Speed Control in Residential Areas Utilizing Psycho --perceptive affic Co ntrols% ITE C om.ppRd,iumofTechnical_ Papers, 1985. pages 87-92. 48. 3 ilbert. etal, "Implementation of Residential Traffic Control Program in the City. of San Diego", TIE Compendium of_Technical Papers. District 6, 1993, pages 23-64. 49. Radwan & Sinha, "Gap acceptance and Delay at Stop Controlled Intersections on Multi -Dane Divided Highrvays", ITE_ToUrnai, March 1980, page 38• 50. Borstel, ""Traffic Circles -. Seattle's Experience", ITE _Compenditrr of Technical Pa rs., 1985, page 77. 1. D. Meier. "The Policy Adopted in Arlington County, VA., for Solving real and Perceived Speeding Problems on Residential ,Streets", ITE_QoL p nditini f igchn al Papers, 1985, pale 97, 52. Jeff Clary. "High Speeds and volumes on Residential Streets. An Analysis of PhysicalCharacteristics as Causes in Sacrar ento, California", ITE..Compen ium of Technical Papers, 1985, Page 93. 53, Wiersic & fan Winkle, '°Neighborhood Traffic Management in the Dallas/fort Worth Area", ITE ComDeiidium of Technical Papers, 1985, page 82. 54, lgiprq.A:jn- Residential Strut Environments, FI -IW Rig? -81-431, 1981 5, Carl R, Dawson, Jr., "Effectiveness of Step Signs When Installed to Control Speeds Alcm, Residential Streets", Proceedings from Southern District ITE Meeting, Richmond, Virginia, April 17, 1993. 56. Arthur R. Thcil, "Let Baton Rouge's Traffic Engineers Decide Whether Signs Are deeded", State Tines, LA, August 30, 1983. 57, Gary James, "Merits Being Totally Ignored in This Instance", NtQrning advocate, Baton Rouge, LA., July 30,1983. 58. lrlmes Thom, -"on. "Ti-affic Signs Allow Cross'iw", lvlo��r'mi, Advocatc, Baton Rouge. I -A, Jrkly 34, 1983, 59. "City -Parish Must Move Stop Signs", Morni Eidvocaie, Baton Rouge, LA, 1983. 60� Syndiesi, off` Safety research Related to TI`raffz� C c r trQ and Road�ygy (nq ts, Vol. 2, EP1�UA Washington, D. C., 19982. littp:/i'wwvv.ci.troy.rni.tis/Traff cEngineering/Multiway.htm 10/02/2003 '!V1Ulti-vvay Straps - TheResearch Slows the MLITCD is Correct Page 10 of 11 61. 13.E-1. Cottrell, Jr. 1" sing All -Way Stop Control for Residential Traffic Management", Report leo. 1° FTWA VTRC 96-R17, Virginia Transportation Research COUncil, Charlottesville, Virginia, January, 1996. 62, Eck & Diega, "Field Evaluation at Multi -Way Versus Four -Way Stop Sign Control at Low- Volume Intersections in Residential .Areas", RaxLsporMion esearch Record 1160, Washington, DC, 1988, pages 7-13. 63. Hanson, „Are There Too Many Four -Way Stops?", Traffic Engineering, November 1957, pages 20- 42. 64. 13eaubien, "Stop Signs for Speed Control", ITE,.1o.umal, November 1976, pages 26-28. 65, Antv,-erp and Miller. "Control of Traffic in Residential Neighborhoods'. Sor-neCortsiderations for Implementation", Transportation 10, 1981, pages 35-49. 66. Lipinski, "Neighborhood Traffic Controls", Transportation EngineeringIniirtlal, May 1979. pages 213-221. 67. Richardson¢"A Delay Ivlodel for Multi -Way Stop Sign Intersections".. T°ranspartationR.eseare h Record 1 I I?, Vasl inCy DC, 1987, pages 1017-114. 68, Briolin, "An Evaluation of Four - Way Step Sian Control", I�l l Jo�LLnal, August 1982, Pages 16-19, 69. Ullmanand Dudek, "Effects of Reduced Speed Limits in Rapidly Developing Urban Fringe Areas", Trarjsp zt t_`tc r s arch Record 11 14. 1989, pages 45-53. 70, Robert Rees, "All-Wav STOP Signs Installation Criteria". Westernite, .Tara -Feb 1999, Vol 531 No. 1, pg 1-4. 71. Wes Siporski, "Step Sign Compliance", posting on Traffic Engineering Council List Serve, .Fan 15, i 999, l?ptndix Not included in Analysis - Reports not available 1. I i Trfnc ..Signa pert ©ns, ITE Report IR -091, August 1995. 2. Kande," Unwarranted Stop Signs in Cities", ITE Technical Notes, July 1982, page 12. 3. "In search of Effective Speed Control", ITE Technical Nates, December 1980, pages 12-16. http.Ifw"%vw.ci.,troy.tni,us/TrafficEngineering/multiway.htm 10./€12/2003 i ay° Stops - Fhe Research Shows the IMUTCD is Correct Page 1 I of I l 4, "Stop Signs Do Not Control Spud ITE Technical Notes, July 1.978, pages 6-7. "An EvalLMfi011 of, Tnwarranted Step Signs", ITE San Francisco Bay Avea, February 1979. 6. "C:ost. of Unnecessary Steps", Mato Club of Missouri, Midwest Motorists, 1974 7. Nitz�.i, Schatter Mink, "Residential Traffic Control Policies andMeasures", FTE C9QnIp ridi4�.g- QfTechnical Papers. 1988. 8. Weike and Keii >. "Residential Traffic Controls", ITS .._Cc?mpendi irn of Technical Par)ers, Washin ton DC, Avvl,�tst 1976, - 9. Landonl and Buller. "The Effects oil Road Noise in Residential Areas". Watford, United Kingdom, October 1977. l0. Wells and Joyner. "Neighborhood Automobile Restraints", Transportation Research Record 813, 1981, 11, Byrd and Stafford, "Analysis of Delay and User Costs of Unwarranted Four Way Step Sura Controlled Intersections", TRIS. 956, Washington, DC, 1984, pages 30-32. 12. Marconi, "Speed Control Measures in Residential Areas", Traffic Engineering, Vol. 47, No. 3, March 1977, pages 29-30. I'). Mounce, "Driver's Compliance with Stop Sign Control at Low Volume Intersections", TRR 808, T RB, Washin.aton, SBC, 1981, pages 3037. 1.4. Orlob.. "'Traffic lei -version for Better Neighborhoods", Traffic Engineering, ITE, Vol, 45, No, 7, July 1975, pages 22-25 Carat: C':1v PERFGO",,fr` R'F" Nd%i, ,2L.1,1'1GVAN"_4`v`l D littp://www,ci.troy'.mi us/TrafficEnaiiieQring/Mult'wty.htm ty.ht 10/02/2003 Exhibit F Stop Signs for Speed Control? Though they care frequendy suggested as appropriate traffic control devices for reducing vehicular seeds in residential areas, they are not only in�ffeetive an this respect but also frequently ignored, as this study shows. By Richard F. Beaubien, P.E. City officials are Creyuendy confronted by citizcr s dem=anding that stop signs be placed on rcsi&ntial streets to control speeding. These Citizens arc Convinced that stop sigrss will, reduce speeds on their str"ts, ihemby enhancing the sare,v, of children playing near or in the streets. city councils ttsually respond #a- voradaly to these: requests in order to pro - aide <4 t;angifrle sigh of their conmrn for public safety ai a relw.iVCN low cost. Moroover, it seems obvious to their. atso that stop signs will reduce speeds and promote public safety. The Manua! tai on Uniform yraffir Corr- irof Det;ic-es for Streets and Highways* states tbat step signs should aw be in- stailcd for speed control. One argument for this is that misuse of this trafc cort- icol device promotes !tick of respect for ul€ trtaltic control devices, and nonob- servance of such devices is potentially hazardaus. perhaps a more e;fectfve ar- p.UiT cni iS tfial :i top signs circ "Toe cffec0vf; to reducit7g, spends. Recent studies in the C-itt of Troy, Michigan suggest that placing stop signs ibr speed control ta;itds to increase Palk speeds. The stud- ies at so showed an alarmingly high dis- obedxnce rate for these sigtjs. The speed and 5tC317 534,n ob.wrvaricc studies were made from an unmarked city car, the ftarr7�er wi.ka a radar unit hcfore and after thct installation sof stop signs. The highest spk�cd observed fcrr each vehicle was the speed rexordcd. The results are as fol - I tm s: Anvil Drive, anvil Drive E4 a collector StrCCA in a new residential area. The air2zt is uppr�xiFi�atcav 0.6 miles long '!'nd 1111" :i curvccd alL-raiment to empha- si':.a its tcsidential c'naracter and dis- cciuragi- speeding. Re idenis felt that spcedi,.<m was a problem, however, and " L! S- i�ejaar.n��nt car Tr,i4��pvrtsaic�n, Fudcrul vh ;€y vdm€rustraiiv,i. t4"sal�iEx iE�7. D, C_ i .. Figure L shot speed studies were conducted to de- tern7ine the extent of it. The average peak speed was 24.1 voiles per hour --,,z typical result for residential streets in Troy. Residents petitioned City C~ouncit, and stop signs were placed on Anvil at Forge and Keine Drives, two local streets, as a result of council action (figure 1), Studies conducted on ,anvil between these two streets 30 days after the stop signs were installed showcd ih at the average pe€tlt speed was 24.6 milli ---or no significant difiererice because of the signs. Stop sign observance studies made at Anvil and Kelile at the same time showed that only 25 percent of the mo- torists came to a full stop, suggesting, that drivers don't feel that a stop is re - 2GF� -rKAF'1C ENGINEEit1NG/NOVEMBER 1976 Takla 1. Anvil Drive. Speed `studies Without with stop sighs Stop Signs Speed nrpll Mph Low is 15 ,Averag€ 24.1 24.6 85th I'erctntile 28 28 High 38 35 (Stop sign Observance Number Percent Full Stop 14 25 Roll Stop 35 64 No stop 6 11 Total 55 100 quired at this intersection. Study results are shown in Table 1. Niagara give. Niagara Drive is a col- lector street in a new residential area. Approximately GA mites bang, Niagara, too, has a curved alignment to empha- size its residential character and dis- courage speeding. Residents in the area, concerned about speeding, petitioned City Council for installation of step signs on Niagara and Eagle, a local street (Figure i). Spot speed studies made to determine the extent of the speeding probiein found average ,peak speed to be 23.9 rnph. Stop signs were installed, and speed studies were con- ducted again 30 days after installation. With the sighs in place, avenge peak speed was 25.2 mph, indicating that the slop sTns 4S'Cr not e fe t;ve in reducing ipeed} , Step sign observance studies. made at the same time,, zinc}wed th it 51 peccent <5i the caamQ to a fail stop at Int€gle acrd Niagara, suggcstin that about half of themdon't NO theft a stop siDl is nee ssacry atE Ezttelc°_ Study resLtlts are shown in TsiNtti'. Rob€nwood Street. Robinwood is si collector -,Lm:t in an established residen- tial arca, It is about 0.5 Miles long: its contwci€km with S?thcr strew-ts provides a ctrml nus?u.N routs^ neitwecn Liverno s and RoOiester, both arterials. In 1964, stop sighs were placed on Rebinwood at Van Courtland (Figure 2), creating a three- wal, intersectacsn, €n respon,,w to Ottzen requests a€ftc.r a chAd wits Oled near the Hller;ac:ction_ File aaccitleni report in- dictctss that the child �uaas struck by a car going aapproxirnlutcly 12 naph at u point some l5{) lee: cast of the intQcsecti< o - The driver vas not eta!lsiderc€i to N; at Nu4. Studics Oco kt § an average speed or 24.4 inpii arra that. only 26 percent of the rraWOrigt5 !:atnac. tri <t full ;toll. The i.ttter issdicata�s thst t�4cr a �rcric;€i crf More 1hun i1 }'crtrs. motorist-, have de- vcloptd .i harf)it of not stopping for the signs on Robirmood at Van Courtland. The signs were rctno ped on a lemporary basis .ind spw�d studies conducted 30 LWs latter_ The average peak speed was 23.4 niph< set there ;vas no significant difference in spccds after the stop signs were rCmovcd. Study results are shown in Trable 3. Crimsun Street. Crimson is a collector strc'rl Iii ti n1 -w residential area; 151any homes .arc coil ucirle; construction. It is ;ih0llI 0.0 caches 10TIg and Ris a curved alignmcnt, 1ikw Anvil and Niagara. Howevcr, .Speeding seemed to be a prob- lem and residents in tf t€ area asked that strap signs be installed on Crrimsen at Crettlinr farad or, Crimson at Lakewood to reduce speeds (Figure 3), but they Stop S�qn - [`figure 2. 'I'Me 2. Niagara Drive. Speed Studies Without With Stop Signs Stop S'agn% Speed mph mph Lc5S4' �5 11 Average 23.13 25,2 135th Fcrcect€file 26 29 1iigh 34 34 Scop Sign Observance Number Percent F"tid Stoll 21 SI Roll Stip 14 34 No Slop 6 15 TOra l 41 100 Table 3. Robinwood Street. Speed Studies Without With Stop Signs Stop:$igns Speed mph mph l.nw 14 13 Average 23A -14.4 85€h Percc;ntile 30 30 High 38 38 Stop Sagas Ob.wrvance Number Percent FuIIStop 21 26 Roll stop 39 49 No Stop 21 26 -Total 81 loo stop sten- C i I Figure 3, TRAFFIC ENGINEERING,NOVEMBER 1976 2? Table 4, € ri ien Street. Spews .Studies Without With Strip Signs Strap Signs `peed mph irrph Westbatin a b'P#dLi 7i E nsf FIf t. rc`[ Lhne Low 1 ? 15 Average 21.6 23.7 $Silt Percentile 25 4 IIs - h. 4' 30 'VeL ICUi(r[ia< CriwsalF Wes[ of Cres,,,irw Low 7 15 Average M4O 233 851h N' YCentiie: 29 27 l{tnh 40 31 n Eu.�,'b )und Crimson L'avi oll,cr-es1h,17r LCjk� li If? ° crstgu ?3.5 14 8 85th Percentile 2? y Hi l at S_...Cha da, Ph. -n., .E and Everett C. Carter, Ph,D. 0 ver the past two or three dec- .ades, right-ot-way control at many intersections has be- come multi -way stop sig€, control, result- ing in the proliferation of step signs at carman intersections. Multi -way stop signs have been insta3ted for many reasons, including the following: ® Conformance with MUTCD warrants (traffic volumes and accidents). • An interim measure prior to installing a traffic signal (—until such time that signal warrants are fully met andior funds for signal installation become available). • Safety improvements at an intersoc- tion with inadequate sight distance resulting in excessive vighl-angle co'- lis*ns. • Speed control device, for disoourag- ing through traffic can urban residential streets. City •officials yield to citizen requests ,viewing stop signs as a "cure-•ali" for their perceived traffic safety prob- lems) and instaii unwarranted multi - way steps (which have low initial in- stallation cost bort rather measurabie adverse economic, operat`soRal, en- vironmental, and social impacts). Even the ugh the Manual on Uniform Traffic Control Devices (MUT CD) has ,Specific warrants for the application of multi way strap control, the "political" warrant, in some cases, is the only one that is met. Some lora= agencies, par- tic€alariy those where elected officials E and political appointees influence decision -retaking, believe that multi -sway stops are a panacea for urban traffic problems, promoting speed control, ac- cident reduction, and pedestrian safety. in some cities and counties, multi -way stop control remains the predominant urban intersection traffic control, result- ing in these jurisdictions being the most flagrant violators of the MUTCD war- rants for the multi -way strap controls. The MUTCD emphatically states that stop signs should not be installed for speed control.' Pesearchz. 3. a. s has established that the installation of stop signs for The purpose of controlling vehi- cle speed does not achieve the desired results. Despite this fact, citizens fre- quently request the installation of stop signs to salve perceived traffic prob- lems. Studies in the City of Tray, Michi- gan' and in Howard County, Maryland5 revealed that placing step signs for speed control increased peak speeds. The studv in Berkeley, California, showred that signs placed for the pur- pose of speed reduction were flagrantly violated.', Impacts Unwarranted stop signs increase stops, cause delays, increase vehicle operating costs (Including fuel consurnp- tion), and increase pollutants. Farther, installation of unwarranted traffic control devices, especially stop signs, greeds disrespect for such devices and car, re- sult in potentially dangerous driver be- havior and real safety problems. For those reasons, it is desirable to remove unwarranted and unneeded stop signs which hinder traffic flow, rather than aid it. Removing unwarranted step signs would reduce the number of vehicles re- quired to stop, thereby increasing fuel economy. A recent study for the City of Inglewood, Californira,7 revealed that approximately 0.0173 gallons of fuel is consumed in deceleration and accelera- tion for each stop made by the average passenger car. The study also noted that the conversion of 18 multi -way strap controlled intersections (out of 38 inves- tigated) to two-way strap controlled would result in annual savings of ablaut $486,000, Another recent research shady' has shown that, in some cases, intersections which are currently con- trolled by tour -way stop signs would op- erate much more economically under two-way control. That study also noted that there are. thousands of multi -way stop sign controlled intersections nationwide which should be converted to two-way control, Based upon a survey of the Itterature and a telephone survey of seveiral city and state agencies, the problems/ ITE Journal/Ray 1983 19 Impacts of unwarranted stop signs are briefly summarized below. A. NJ Safety Problems * Drivers who do not obey the right-011-wayruie at multi -way stop intersections, ® Drivers who do not make a com- plete stop (rather a partial or roil- ing mop), * Drivers- who recognize that stop signs are not needed a, a particu- lar intersection, tend to ignore the control resulting in safety prob- orns. This has led to a general increase in disrespect and a de- crease in compliance with traffic control devices, This has resulted in potential for increase in right- angle accicients—the very type which stop signs are designed and installed to prevent, * Drivers who obey and make a complete stop, tend to increase speed at mid -block to make up for time lost between multi -way Economic ;rnpacts * Increased deiay8. * Increased fuel consumption. * Increased vehicle operating costs (including fuel, oil, and mainte- nance costs". G. Operational Impacts Increased stops (arid delays). increased traffic congestion at in- lersections' Driver anguish/anxiety. Increased accidents—under cer- tain D. Envirorinnengal Impacts * Increased noise pollution * Increased air pollution MMMMEMEM Many locai jurisclictions, are beginning to question the need for stop signs at many locations and better understand the air pollu0on, delay, and energy im- pacts resulting from excessive use of muM-way stops. As a result of this awareness. some cities have initiated studies and plans 'a convert multi -way stop signs to two-way stop control (and occas!onaNy to vield control. Examples of cities with experience in removal of unnecessary stop signs are described below. Some of these examples are based on discussions between the au- thors and city and state officials. 20 tTE Journal/May 1953 Peoria, Iiiinois initiated a program in the mid-1950s for the removal of unwar- ranted stop signs, including four-way stops -9 As a result of their program, the number of four-way stops was reduced from 41 to 18. Of the 23 four-way stops removed, only one met mnimurn four- way stop warrants, and that location was ultimately signalized. Peoria also found that the conversions won public support and improved driver obedience at "jus- tified" slop signs. In 1977, the City Commission of Helena, Montana ordered installation of ten four-way stop signs along two streets (one an arterial and the other a collector) in a residential neighborhood. The residents along these streets com- plained about increasing traffic volumes and perceived speed and safety prob- lems to be significant on their streets. The before -and -after studies revealed that the installation of unwarranted four-way stop signs does not signifi- cantly change the speed, and a majority of motorists do not respect stop signs "nstaBed as a speed-contrci measure. The results of the before -and -after study in Helena clearly showed that the goal of increased traffic safety had not been fully realized.10 Ire 1974, the Missouri Auto Club (AAA) conducted a study in St. Louis on the cost to motorists caused by unneces- sary four-way stop signs. Over a period of several years, the City of St. Louis used the four-way stops along arterial streets as an interim measure until traffic signal warrants were met or until traffic signal funding could be obtained. When funding sources became scarce, how- ever, these four-way stops remained on arterial streets much longer than was originally intended. The Auto Club en- gineers investigated 44 locations along ,major streets and found that four-way stop signs caused an increase of 555,000 hours of travel time each year. This resulted in an increase of $1,623,000 in the operating cost of ffiose vehicles required to stop. In addi- tion, the Auto Club engineers estimated that an additional 1.5 million gallons of gasolinewere consumed because of the four-way stops placed on the arterial streets.", 11 Philadelphia has approximately 900 4nUr-way stop signs on its street system and has recently started to convert the existing four-way stop control to other types of control including signalization and two-way stops. Four-way stop signs at approximately fifteen lntersetions have been removed with some degree of success. The Michigan DOT is utilizing federal highway safety 402 funds for upgrading stop signs in several cities and counties. Two Michigan cities, Berkeley and Her- pers Woods, have developed plans for removing several unwarranted four-way stop signs. Minneapolis, Minnesota has approx- imately 150 existing intersections controlled by multi -way stop signs and recently prepared a plan to remove unwarranted installations. Subject to the approval of the City Council, approxi- mately 30 of the existing 150 locations (about 20 percent) will be changed to two-way stop control. Dayton, Ohio, with four-way stop signs at approximately 80 intersections, successfully converted unwarranted control to two-way stops at about 6 loca- tions. This conversion program is still in progress. Seattle, Washington is currently con- ducting a study of the existing all -way stop signs (both warranted and unwar- ranted) to evaluate economic, opera- tional, safety and environmental impacts of this type of traffic control. The results of the study expected to be available during early 1983 will address the prob- lem of unwarranted stop signs. The multi -way stop signs at approxi- mately 100 intersections in Bloom- ington, Indiana constitute the predomi- nant type of traffic control at the city intersections, involving all types of roadways (arterials, collectors and lo- cals). It is estimated that approximately 30 percent of the multi -way stops are not warranted and need to be converted to other forms of traffic control. Memphis, Tennessee has multi -way stop control existing at approximately 90 intersections and has converted to other types of controls at about 6 locations, Bloomingdale, a suburb of Chicago, Illinois, experienced a rapid population growth, from 2,500 in 1970 to 135,000 in 1981, resulting in numerous stop signs at intersections. The city recently re- moved 179 unwarranted stop signs and replaced them with yield signs at 43 io- catiQnSr The remainder became uncon- trolled. The city reported a positive re- sponse from most residents in regard to this revised traffic management plan,13 In addition to the above, many other cities in California, Ohio, Illinois, Ten- nessee, Missouri, and Wisconsin are also in the process of removing unnec- essary multi -way stop signs. For several decades, traffic engineer- ing changes have, almost without ex- ception, involved installing more positive or rigid control; for exam 'Die., going from no control to two-way strap control or two-way to four-way stat; control. Re- moval of unwarranted stop signs is never easy, automatic, nor simple. The conversion process requires public awareness of the change and the result- ing benefits, as well as the safety as- pects for subsequent public acceptance. Multi -way stop conversions need to be conducted In a careful and systematic fashion in carder to avoid safety prob- lems. Rational public notification and advance warning strategies should be employed for informational pasrposes be- fore the conversion process is im- plemented. What is needled is a Stan- dardized multi, way stop conversion methodology, one that minimizes the danger of increased accidents yet pre- serves the positive energy, economic, and environmental benefits, There are, however, political and institutional con- straints to overcome. There is also the concern of traffic engineers for the safety of pedestrians and motorists who are worried that accidents may increase. Recent computer simulation studies in- dicate that this may indeed be a very real concern for certain combinations of traf- fic volumes. The following are .suggested steps in the study fear identifing unwarranted stop control and for providing data for deci- sions or subsequent re r^ov<zd. i Prepare a ccornplete inventory of all mufti -way strap signs within the pobti- cal juds6c0on, • Determine whether MUTrw D warrants for installation of multi -way stop con- trol were met based on the existing traffic Conditions. • identify the intersections, preferably by roadway type (arterial, Collector, local residential, etc.) where MUTCD warrants are not met. • Prioritize candidate intersect*ns starting with arterial roadways. • Prepare a detailed analysis of each study site to inGlude evaluation of safety (l.e., sight distance, approach speed, accident experience, etc,), econornic, and environmental effects heed on field data showing driver compliance, delays, volumes, speeds, etc • Identify and quantity benefits result- ing from reduction in traffic controls, for example, traffic not required to stop on certain approaches of an in- tersection. • Identify candidate locations where less restrictive control can be recom- mended and carefully document study results highlighting the real Cost savings to highway users (excess ve- hicle operating, delay, and driver dis- comfort costs). a Present study results to elected offi- cials or other decision makers. • Involve area community groups ---or citizens in the process. The key to a successful method which wrilf overcome political and local resident pressure m removing unwarranted stop signs may be a strong public relations campaign and citizen involvement. This approach has been successfully used in some jurisdictions; for example, in Troy, Michigan where the citizen involvement process is generally used in establishing or changing traffic regulations, In the opinion of the City Traffic Engineer "no unwarranted strap sign will be removed in any political jurisdiction without some similar kind of citizen involvement" -14 The intent of this paper is not to dis- credit the use of multi -way stop signs but to suggest their rational and judicious application, conforming to MUTCD standards. Multi -way stop control, when properiy justified, provides an efficient, effective and safe intersection control. The problem ties mainly with clusters of unwarranted multi -way stop signs that exist at the nations' urban intersections, resulting in substantial adverse eco- nomic, energy, and environmental ef- fects. The authors are aware that further re- search and study of this problem is now underway. Hopefully, these efforts will provide answers to some of the prob- lelns identified in this paper. € eferences 1. "Manual n- UrAorm Traffic Control Deulces for Streele and Highways," U.S. Department of Transportation, Federal Highway Administration. IV& 2. Baum aetner, William E., "In Search of Effec- tive Spiced Control,.' ITE: technical Nates, Decem- ber 1980, pp. 12.15. 3, Beaubein, Richard F., "Stop Signs for Speed Contral," Traffic Engineering, November 1976, pp. 25-2g- 4. Fun€¢houser, Gary, "Stop Signs Do Not Con- trof Speed,.. i'€E Technical Nates, July 1978, pp. 6-7. 5. Parezo, Kenneth, "A Study of Stop Sign Con, IrN in Residential Areas of Howard Cut.4hly,"--- unpublishord M S_ Mesis. University of Maryland, 1979. 6. DeLsuw. Cather and Company, "Six.fe�Onths Expanenca: Berkeley Traffic Management flan," 1975. 7. Lau and Associates, "Feasibility Study of Traf- fic Controls to Reduce Fuel Consumption, -- prepared for City of Inglewood, California, Final Re- port. February 1992. a. Upchurth, Jonathan E., .'Development of an Improved Warrant for Use of Stop and Yield Con- trols at Four t,egged Intersection," Doctoral tDisser- talion, Univers,ity of Maryland. April 1982. 9. Hanson, Daniel J., "Are There Too Many Four -Way Stops?," Traffic Engineering, November 1957, pp. 20-22, 42. 10- institute of Transportation Engineers, San Francisco Ray Area, "An Evaluation of Jm",ranted Slog Signs," February 1879. 1?. "Stop Sfgns—CityofSt. Louis (1960-1974)," The Auto Club of Mlsseauri (AAA). April I q74. 12. "Cost of Unnecessary Stops," Auto Club of Missouri, Midwest Motorisf, 4974. 13- Correspondence of November 6, 1981 from Mr. Daniel C. wenrierhotm, pillage EngIrl,,Hr, vil- lage of Rloorningdale, Minds, addressed les taep€iy City Fnggineair, City of Bloomington, Indiana, 14. Ggrmspandence of March 5, 1982 from Mr. Richard F. Boaubien, Transportation Engineer, City of Troy, My Chigan addressed to Mr, Kitimat S. Chadda. Chadda (A) is the �f Assistant Chief, ^ a Traffic Data Collec ion nd Analysis Branch of the Bureau of Traffic Engineering & Op- erations, D.C. DOT, _F He rece€vad his I, M.S. and Ph.D. de- grees from the University Of Maryland, where he specialized in transportation plan- ning. He also obtained his B.S. degree in civic engineering and his M.S. degree in highway design from Punjab University, In- dia. His 22 years of professional experience include 14 years in traffic engineering, transportation planning, and transportation research in the United States. Carter (F) is a Pro- fessor of Qivil Engineering and Di- rector of the Tran- sportation Studies Center at the Uni varsity of Maryland, College Park, Mary- land. He received his BSCE degree Nom lite. Virginia Polytechnic institute, his Masters from the University of California at Berkeiay, and his Ph.D. front Northweslorn University in civil engineering (transporta- tion)- His professional experience includes 19 years in teaching and research and 3 years in traffic engineering and transporta- tion planning. ITE Journal/May 1983 21 ompl<aints of speeding on residential Streets are a continuing problem for local traffic engineers and police. depart- ments.. The observations in this article describe the exp€ nences of Troy, Michigan, in dealing Nviih this problem over the past decade. Comparisons of 1975 spud study and observance study results with 1985 and 1980 results at the saltie locations are included. Because the complaints of speeding in residential arcs are often emotional, it is important to put the pi-ob em into perspective;. By understanding the stature or the problem, v e may be able to arrive at better solution6 for our citizcns. The problems is partly social and partly politica(. Fl(cked cttiiciak confronted with a citizon request for :a stop sign might find k easy and inexpt- sive to grant the mquest, thus demonstrating their "compassion- and "cm%cem for local needs." Although this demonstration 4 compassion is inexpensive in terms of ism edratc capital costs, its long_ terns impao can tie detrimental to public health, safety, and we)fare. Studies have shown that uriwaarrantcd stop signs are incffective in coutrolhng speeds; such signs are o€'ten disregarded, leading to a lack of respect I'or trafpe i:e.>sltrol cieviCteS, In 1,1387, go 7, M=alt accidti.nts and 96% of the injury :accidents in TFgy occurred on arterial, rather than residential, streets. This suggests that transportation professionals should be spending more than 90% of their time dealing with the problems of accidents 00 arterial streets. However, becau4e the speeding problem in residential areas is „close to home," traffic engineers and police departments spend a disproportionate amount of their tiure addressing problems on local streets, which are not connected to accident expniesrce. Speeding on residential suets is a season- al problem. Ise northern climates, such as in Michigan, the complaints of speeding on residential streets virtually disappear during the months of November through March; when residents spend less time out doers, the prohlettt or perceived problem seems to disappear. A 25 -mph speed limit may be unreason- ably low in new subdivision areas with adequate street design standards, The national basic speed limit recommended in the L'rrifornz Vehicle Code is 34 rttpht In Michigan, av-. lowcs; speed limit permitted under state law (except in park areas) is 25 mph. Naturally, residcnts insist that the speed limit be as low as possible in their neighborhood. although the design speed on their street may exceed 25 mph, Motorists who travel Imal streets every day tend to travel closer to the design speed than the speed limit, and this creates observed speeds in excess of the posted speed limit. This condition is viewed with alarm by neighborhood residents, but it may not Esc€ualiy be a traffic safety problem because the design speed may be greater than 25 rnph. The speeding problem on residential streets tends to become associaOd with the problem of through traffic in. residential areas. The through traffic is, in part, a symptom of inadequate capacity on major arterial streets. If adequate capacity were available on the arterial streets, ``outsiders„ would stay on arterial streets rather than seek alternate paths through residential areas. . iiiiiiii Many citizens, particularly those concerried about the safety of their children, suggest that " maybe a stop sign will slaw traffic on our street." Before -and -after speed studies conducted in the City of Troy indicate that stop sighs are not effective in controlling speeds, Compliance with these stop signs is very poor, and over a period of years the compliance degrades to a point where motorists behave as if the sign were not present at all. This degradation is shown in Table 1, which compares the compliance, rates for strap signs installed to eantrol speeds on residential streets in Troy. The locations of these stop signs in relation to the surrounding street system are shown in Figures t and 2. Tables 2, 3, and 4 compare the results of 1975 speed studies on streets with unwarranted stop signs to 1986 study results on the same streets. Sample sizes for these speed studies were limited because of the relatively low volumes present on these residendai streets. Observers were instructed ITE JOURNAL • APW 11989 ° 37 to collect as much da€W as possible in a 30 - to 60 -timate time period_ As a result, samples were generally in the size mange of 40 to 100. In all cases the sample size was greaten than 40 - Two -way daily traffic volume is approxi- mately 1.500 on Anvil give, 2700 on Niagara Drive, and 1100 on Robinwood SIT=t. I'eak hour vrstttzrtes tare app€uxisrtately l7O oa Anvil Drive, 100 on Niagara Drive, and 120 or Robinwood Street. All of the inrers�'ction study sites were reliat6laly flat to wrrain, so there were no ssght distance restrictions resulting From vc:reicftt Curves. flora€ontai alignment of these streets has a niir6rnal impact on available sight distance. On anvil Drive, horizontal alignment is relatively straight for a distance of 500 feet to the north and south of Forge Drive, It is also straight for a distance of 900 feet north and 700 feet south of fettle Drive, On Niagara Drive, horizontal a]i.gnmem is straight for a distance of 600 feet to the crest and 300 fret to the east of Eagle Drive. On Robinwood Street, horizontaat alilgilment is straight for a distance of 300 feet to €lac west and KW feet to the cast of, plan Courtland Street. Intersection sight distancrr at all toeatious is limited by hooses at the corners. Douses at the Anwil`Forge intcrsection are 40 feet from the edge of the pavemont, and houses at the Niagara,'Eagle intersection are 40-50 feet from the edge of the pav�;nletat. Houses at the Robinwood/Van Courtland intersection are 30 Feet from VRan Courtland Street and 50 feet from Rohiowood Street. Unwarranted strap signs wren, placed on Anvil and Niagara 4) 1475. In 179 the Anvd"Fo:-gQ intersection was converted to a four way slap, c3 .spite the fact that warrants 4crr a multi-wGa, strap were not. rnet. Unwar- ranted stopsigns wereplaced on Rob'nwtxA in 1964; they were rcrnovcct Coo- a brief trial period in 1975, in each case the average speed in 1986 was higher than in 1975 at tate sane location. Although the differences may not be statistically significant, it seems apparent that the passage of time hoes not make, strap signs rffec€ave in controlling speeds. Speed studies were made, using a radar unit on an onmaT',W city car. "fist ha ghost speed ohscrvC'd liar eac9? �e.l;i�,de for a distance. of 53r}:ecl either side of the int®rsectic3n was the specd recorded. Stop signs itrstaliod in the City of Troy that do not me=et the warrants established in the M anuul can finifcrrn, 7'ruf c Col- troE Devictes are considered to he legal€ and onforceable 38 , !TE JOUR AL • AFRlL 1989 The signs were installed pursuant to an ordinance adapted by the Troy City Council, the meal legislative body. There is no known case law in Michigan that would force the Temoval of unwarranted stop sign installations. `I'hzsz is no etre, simple answer to the problem of speeding in residential ar€aas. The tmfiic engineering department in the City of Troy has suggested to residents that the ,neighborhood itself must take sorne respon- sihilky for the solution. A majority of the speeding violations issued in residential areas go to residents of that street or to streees in the immediately surrounding area. Residents of thr immediate area can thus address the problem by increasing the: awareness of the problem in the neighborhood and by assisting the police department. A programa in which license plate number reports are used to identify tate owners of vehicles found to be speeding, has leen somewhat successful in controlling speeds. In that program, neighborhood residents report license plate numbers of speeding 1975 1985 Location1 fel 1%) Anvil Drive Full step 25 13 Roll stop 64 60 No strap 11 27 Niagara Drava~ Full stop 51 21 Roil stems 34 74 No strip 15 5 Robinwood Street Full step 26 16 Roll stop 48 65 No stop 26 19 Figure 1. Street plan showlug Anvil and Niagara study sites. vehicles to the police department and the police department locates the vehicle owner through the secretary of state's records; the police department then writes to the vehicle owner, requesting safe driving practices and compliance with local traffic ordinances. One of the positive effects of this program has been to convert many of Troy's younger drivers into pedestrians: These younger drivers found that a vehicle was no longer available to them after the vehicle owner (a parent) learned. how it was being used. The City of Troy has a committee of citizens appointed to advise the City Council on proposed traffic regulations.' Phis Traffic Committer. gives a "first hearing" to neighborhood traffic problems and recom- mends new traffic regulations for City Council approval. Traffic Committee involvement is important because it allows the tight of objectivity to shine on the problem before the political decision is made.' Discussions between committee members and citizens concerned about speeding on their neighborhood streets are helpful in achieving an understanding that stop signs are not a panacea and that there is no one easy solution. This discussion itself is part of the solution to the social and political aspects of the problem. References ). Beindaen, Richard F, "Stop Signs for Speed Control?" hafJi,-engineering 46(Nuroember 1476): 26-28, 2. Bea acion, Richard F. "Citizen Participation in Traffic Safety" ITE, journal 52(Ivtzrch 1982):29-31. Richard E Beau - hien is the trampor- union director for Hubbell, Roth and Clark. [ac.. consult- ing engineers, Bloontfa aid Rifts. Michigan. Before entering this position in 1459, he served 14 years a.s tranrporiati on director for the City of Troy, Michigan. Beaubfen received his AI -SCE., B.S.C.I«., and A,R degrees frmn the Uni-versity of Michigan. Beau ten is a registered or, fessfonal engineer in Michigan, Illh ois, and California. He is a Fellow Member of the Insiders oir Transportation Engineers and currently serves as the Institutes Inter- national Vice -President. Speed Without Stop With Stop With Stop (mph) _ Signs, 1975 Signs, 1975 Signs, 1986 Low 15 15 18 Average 24.1 24.6 26 85th Percentile 28 28 30 High 38 35 34 inn 6'II'll, 47;S;P:;f.33rF:7IS7t if+'G[TP7i793T Speed Without Stop With Stop With Stop (mph) _ Signs, 1975 Signs, 1975 Signs, 1986 Low 15 15 20 Average 23.8 25.2 26 851h Percentile 26 29 29 Nigh 34 34 33 �..,. n.'..K t..y x Speed (mph) Without Stop Signs, 1975 With Stop Signs, 1975 With Stop Signs, 1986 Low 10 13 21 Average 23.4 24.4 30 85th Percentile 30 30 34 Nigh 38 38 42 Figure 2. Street plan showing Robinwoad study site. ITE JOURNAL - APRIL 1989 • 39 [�xh= Requests for Muffiway Stops BY PATRICIA B. NOYES he use of multiway stops for speed control is a subject that has received a great deal of attention from citizens and far too little conclusive discussion by traffic engineers. in an effort to address the ongoing surge of citizen requests to install four-way stops for speed control, the staff of the Boulder (Colo.) Transportation Division com- pleted a literature search on the use of multiway stops and conducted local studies on their effectiveness and driver compliance. The purpose of this study was to identify the issues related to the use of multiway stops and to help citi- zens understand some of the negative side effects of their use. The effort was intended to develop an information piece that could be used in discussions with citizens. The remainder of this article is intended for that use and can be used as a basis for other local efforts to develop public, information HEMANIN r 11r ,, ' Muloway stop signs usually are requested to address speeding and safe- ty problems in residential areas. Boulder's studies on compliance and speed were an attempt to examine the effectiveness of stop signs for these Conversion Factors `Fbwert Prom to .nt t I dy ft m 0.3048 mph kmh 1.604 uses. In addition to these issues, there are several other areas that need to be examined and discussed in considering the use of multiway stops. A number of these are outlined below. Stop signs are used to improve the safety of an intersection by assigning right-of-way; therefore, compliance with stop signs is essential for their effectiveness. Several studies have shown that in situations where stop signs are installed but are not warrant- ed, based on nationally adopted stan- dards, there is a low level of compli- ance. In these cases, motorists were observed either rolling or running a stop sign. When a driver does not believe that a restrictive sign appropri- ately reflects the conditions, the driver often disregards it. This was studied in Boulder and the results are summarized in Table 1. Stop sign compliance studies were completed at nine four-way and four three-way stop Locations. Of the 900 cars observed at the for--avay locations, 23 percent made a full stop. Of the 350 vehicles observed at three-way locations, 7 per- cent stopped. The majority of the observed cars at all locations made a rolling stop (slowed to less than 3 miles per hour (mph) but did not come to a complete stop). "I uc highest compliance levels occur, ed at the hider vohtme, fourway stop locations. The three locations that significantly exceeded the average com- pliance rate involved higher volumes with higher percentage side street traf- fic. These locations experienced 39 per- cent to 40 percent compliance, The one other location that exceeded the aver- age compliance level experienced 26 percent compliance. This location would require tree trimming for sight distance in order to remove the stops from the main street. Three-way stops showed the lowest compliance with 11 percent of the 350 cars observed driving through the stop sign in excess of 3 mph. Speed Control There is a common belief among the general public that stop signs provide relief from traffic speeding problems. On the face, it would appear reasonable that when approaching a stop sign, motorists have to slow down. However, studies conducted nationwide have shown that the speeds within a block of the stop sign are either unaffected by the stop sign or, in some cases, actually increase. At the point of installation, speeds are reduced, but the effect on traffic approaching or leaving the con- trolled location is negligible- Some motorists actually increase their speed to make up for the inconvenience. Speeds approaching and down- stream of multiway stop signs in Boulder were studied are summarized in Table 2. Speed studies were conduct- ed an average of 500 feet (ft) from the stop sign on the approach to, and down- stream from, four four-way and two three-way stop locations. 'Phe average 65th percentile speeds (85 percent of the vehicles traveled that speed or less) were 35 mph on the approach and 34 ITC JOURNAL • JANUARY 1994 • 43 o THE LEADER *T LOOP IN 1 d:r L.$d1YOLOi%d ac� c RQCfIdI? T O M I BUILT EE-:�..s •x LONG Q wOLE I I FEATURES ASPHALT—RVBBER FILLED �I POLYPROPYLENE CONSTRUCTION. FLEX16LEIFOLDABLE EXPANSION �) CONTRACTION JOINTS. I! LOOPS IN EXCESS OF 100 FT. �j EASILY HANDLED, '',..,.I HERMETIC ASSEA40LIES — 4 LAYERS OF MOISTURE PROTECTION, ''.'..I RESISTANCE TO GROUND TYPICALLY OFF SCALE, Q—STABILIZED QUALITY OF LOOP DOES NOT FALL OFF WITH TIME. I USER REFERENCES AVAILABLE NEVER -FAIL LOOP SYSTEMS j 6021 S.W. 48TH AVE. i I PORTLAND OR 97221 03j 24®6k 44 m ITE: JOURNAL - JANUARY 1994 Stop Sign Compliance Four -Way Stops Location Date/Time Stop Roil' No Stop Total observed on other Boulder residential % % % Observed Maxwell & 9th Safety for the 30 mph locations was 36 mph Studies have shown differing effects and the mean speed was 32 mph. The 6-2013:30439 21 75 4 stops. In some cases the accident rates 1 D Manhattan & Mini 6-19/4:30 26 71 3 100 Alpine & 13th 6-19/3:42-3:58 39 60 1 100 BQISam & 19th 6-19/3:30-3:38 40 59 1 100 Walnut & 33rd 6-19/3:12-322 19 79 2 IDO Arapahoe & 6fh 6-19/2:50.3:05 39 60 1 100 Wonderland & poplar 6-29/8:08-8:40 11 82 7 ]DO Brooklown & Laurel 6-28/4:265:05 7 88 5 100 College & 7th 6-29/4:20-5:30 6 79 15 100 Average Compliance 23 73 4 900 three-way Stops Kaimia & 26th -� 6-20/3:47-4:14 9 76 15 100 Galiaspie & Julllard 6-22/4:044:55 11 80 9 100 Albion & Toedtll 6-26/4.30-5:30 8 82 10 so Manhattan & Cimmaron 6-21/4:33-5:15 2 89 9 100 Average Compliance 7 82 11 350 mph downstream from the stop sign, mean speed was 30 mph. These are The mean vehicular speeds were 31 comparable or greater than speeds mph and 30 mph, respectively. observed on other Boulder residential Two of the six locations were posted street's. 36 mph and the others were posted 25 mph. The average 85th percentile speed Safety for the 30 mph locations was 36 mph Studies have shown differing effects and the mean speed was 32 mph. The on accident rates at intersections before average 85th percentile speed for the 25 and after the installation of muldway mph locations was 34 mph and the stops. In some cases the accident rates increased. in others they decreased and in still others there were no significant changes. General engineering belief is that the unwarranted use of stop signs potentially decreases safety at the inter- section because of the disregard of these controls as observed in the com- pliance studies: however, no study has definitively proved this. A recent article on Chicago's {Ill.) experience with the use of multiway stops indicates that the accident rates might be reduced at low volume intersections (see L.aPlante and Kropidlowskit). Motorist Delay The unwarranted use of stop signs increases vehicle delay, Where the proper use of muldway stops occurs, the increase us delay on the main street is offset somewhat by the reduced delay on the side street- However, in an unwarranted situation, there is minimal delay on the side street and overall delay is increased significantly by the required stop of all traffic on the main street. Excessive Restrictions on the Public The unwarranted use of stop signs creates excessive restrictions on the motoring public. This creates a great deal of frustration and, as previously mentioned, disrespect for traffic control devices. It also is contradictory to the Legislative intent of the Uniform Vehicle Code and Model Traffic Ordinance 1987, which states that, "The proper purpose of all traffic legislation is not to impose unnecessary or unrea- sonable restrictions on highway traffic, but to insure, as far as this can be done by taw and its application, that traffic shall move smoothly, expeditiously and safely." The motto of the committee is "Safety with Freedom Through Law," which summarizes its philosophy "to provide to every highway user, through lava, a maximum degree of safety within the framework of traditional freedoms," The Traffic Control Devices Handbook states, "The most effective traffic control device is that which is the Iraq restrictive while still accomplishing the intended purpose."' Environmental Effects The unwarranted use of stop signs affects the environment in terns of air pollution, noise impacts and fuel con- sumption. The effects of stopping and idling increase automobile exhaust. A study of 10 four-way stop intersections in Michigan found: "The total additional emissions of carbon monoxide were I,287,500 pounds per year, hydrocar, bons totaled 79,200 pounds per year and oxides of nitrogen totalled 83,000 pounds per year. These quantities indi- cate the magnitude of the additional emissions attributable to four-way stop sign control at these intersections." Additional traffic noise also is asso- ciated with stopping and starting. Braking and acceleration increase tire noise and engine noise. Stop signs also increase the amount of time any one vehicle is at a particular point. Therefore, residents living near the stop controlled intersection will experi- ence an increase in traffic noise. =.I Fuel Consumption Stopping, accelerating and idling also increase the amount of fuel con- sumed by a vehicle. A California study in '1982 found that deceleration and acceleration for each stop art average passenger car makes, 0.0173 gallons of fuel is consumed. This would mean that for every unwarranted stop sign installed on a street with 10,000 cars per clay, 173 additional gallons of gasoline would be consumed in a day, or 63,145 additional gallons would be consumed in a year. Pedestrian Exposure Although it is commonly believed that stop -controlled intersections pro- vide increased safety for pedestrians, this might not be accurate at locations where adequate gaps in traffic exist and the stop signs are unwarranted. If a stop sign is installed under these conditions, a vehicle is present at the intersection for a much longer period white it slows, stops and accelerates. This actually causes an increase in the exposure time • Optimized settings for max. green, min. green, unit extension, added initial, max. initial, time before reduction, time to reduce, min. gap and more • Pretimed, semi -actuated, fully -actuated, and volume -density • MOEs, include delay, operating costs, fuel consumption and and emissions Dual -ring eight phases including pedestrian � Up to five approaches • Output summary of delays • WindowsT"'-like user interface • Stochastic, microscopic and event -based - Context -sensitive help I smommmommommom VIGGEN CORPORATION 7601 Lewinsville Road Suite 466 McLean, VA 22102 ITE JOURNAL • JANUARY 1994 a 45 Table t. City of Boulder Speed Study of the pedestrian to vehicles and ntroduce yourself as an engineer, and some people look at you like you're from Outer Space. True, you do spend your time turning today's science fiction into tomorrow's everyday reality. But when last have you introduced your fellow earthlings to the world of engineering? Engineers make contact with native life forms every year during National Engineers Week, On national television, during the Future City Competition. In the nation's classrooms, for the Discover"E" program. Even at shopping mails, in the new "Engineering Goes Public" technology fairs. Everywhere across the country, engineers like you will be increasing public appreciation of the engineering profession by celebrating the positive contributions - �,gineers make to our quality of life. 611t looked like EM&fey cries startled hystanderf 46 0 RE JOURNAL • JANUARY 1994 all This year, don't be an alien in your community, Your tree National Engineers Week planning kit gives you everything you need to get involved. Write: National Engineers Week, P.O. Box 1270, Evans City, PA 16033. Then hop in your flying saucer and head off for some close encounters of the educational kind. But hold the Elvis impersonations... please. National Engineers Week 1994 is a cooperative venture of dozens of engineering and technical societies and major corporations. reduces or eliminates the natural gaps Speed Studies in traffic at the intersection by increas- Location Approach Speed Downstream Speed ing the time each vehicle is present, The other major exposure issue is StreStop re et-1posted speed 85th% 85th% that of the pedestrians to drivers Average _ Average who will violate the stop control. As has Balsam & 191h 38 39 been observed, compliance at unwar- 191hStreef/30mph 33 35 ranted stops is low and this leaves pedestrians vulnerable to these viola - Walnut & 33rd 35 32 tions. This presents a particular hazard Walnut/30mph 31 29 to children, whose size might make them less immediately visible to dri- Brooklaren & laurel 33 32 vers. Brooklawn,125 mph 30 29 Clarity of Traffic Control Arapahoe & 6th 33 31 "Traffic control devices are designed Arapahoe/25 mph 29 28 to inform drivers of roadway and traffic N. 26th or Kalmra 37 37 conditions with minimal opportunity for N.261h/25mph 32 32 confusion or misinterpretation. Stop signs are used to assign right+of-way to Gillosple & Emerson 33 32 a through street by stopping traffic on Gillaspie/25 mph 29 29 the minor street. The motoring public expects the uniform application of traf- Average 65th 35 34 fie control devices and would not expect MeonSpeed 31 30 a stop sign on the major street. This - 100 Observotions were mode Wooer, location, 50 each direction- potential for confusion aggravates the Speeds were shot 400ft_ 600 ft Mord_ from crs sign. o observed compliance p nce problem and ere - ntroduce yourself as an engineer, and some people look at you like you're from Outer Space. True, you do spend your time turning today's science fiction into tomorrow's everyday reality. But when last have you introduced your fellow earthlings to the world of engineering? Engineers make contact with native life forms every year during National Engineers Week, On national television, during the Future City Competition. In the nation's classrooms, for the Discover"E" program. Even at shopping mails, in the new "Engineering Goes Public" technology fairs. Everywhere across the country, engineers like you will be increasing public appreciation of the engineering profession by celebrating the positive contributions - �,gineers make to our quality of life. 611t looked like EM&fey cries startled hystanderf 46 0 RE JOURNAL • JANUARY 1994 all This year, don't be an alien in your community, Your tree National Engineers Week planning kit gives you everything you need to get involved. Write: National Engineers Week, P.O. Box 1270, Evans City, PA 16033. Then hop in your flying saucer and head off for some close encounters of the educational kind. But hold the Elvis impersonations... please. National Engineers Week 1994 is a cooperative venture of dozens of engineering and technical societies and major corporations. ates a potential safety hazard Legal Responsibilities Variations from accepted warrants without documented exceptional condi- tions present potential liability concerns for the responsible jurisdiction. If a stop sign installation could be considered irresponsible or in clear contradiction to accepted standards, liability suits could result. Existing studies and information on the use of multiway stop signs are far front conclusive. There are however, a variety of studies that provide some important insights into their use. The recent article by LaPlante and Kropidlowski provides a comprehensive review of the use of accident experience associated with the use of multiway stop signs. It recommends that the existing Manual on Uniform Traffic Control Devices warrants for multiway stops be reviewed and potentially revised to address local residential streets in urban areas more effectively. Although a review of the warrants might be appro- priate, it should be done with respect to a variety of implications. `tire issues for consideration dis- cussed in this article include: • Compliance • Speed Control • Safety • Motorist Delay • Excessive Restrictions on the Public • Environmental Effects • Pedestrian Exposure • Clarity of Traffic Control • Legal Responsibilities These issues should be included in any discussion on the use of multiway stop signs. This list and the discussion of these issues is an attempt to open the discussion in a way that helps engineers and citizens atike examine the implica- tions of using multiway stops. There are certainly other concerns that could be added to this list based on the experi- ence of others. The engineering community and the public need to consider all of the impli- Transoft Solutions` new GuidSIGN Software package for AutoCAD takes all the work out of designing and laying out highway guide signs. With GuidSIGN, even the most complex signs go from conception to dimensioned layout in minutes. GuidSIGN Features include: PutODFyf' • Standard highway letters and symbols based on the "Manual On Uniform Traffic Devices". • Standard C, D and E(M) highway letter fonts. e Standard arrows and route shields. • Automatic sizing and creation of sign borders. • .Automatic letter ,spacing (kerning). • Left, right and center text aligtunent. • Automatic and adjustable line spacing. • Sign construction panel size optimization. /��-- • Optional letter height calculation. J6 5 • Letter and symbol location table-_ cations of multiway stop sign use and continue to study the impacts of their use so in order to work together to appropriately address specific traffic control issues. References LaPlante, John N. and Chester R- Kropidlowski. "Stop Sign Warrants: Time for Change." ITElournal, Vol. 62, No, 10 (October 2992):25-29. U.S- Department of Transportation. Traffic Control Devices Handbook, Washington, DC: Federal Highway Administration, 1983. Bibliography American Traffic Safety Services Association Inc, ATSSA Newsletter, 1989, Liaumgaertner, William E. "In Search of Effective Speed Control." Institute of Transportation Engineers Technical Notes, December 1980, 12-16. Beaubien, Richard F. "Citizen Participation in Traffic Safety." ITE Journal, Vol. 52, No. 3 (March 1982): 29-31. Beaubien, Richard F. "Controlling Speeds on Residential Streets." ITE Journal, Vol. 59, No. 4 (April 1989): 37-39, Beaubien, Richard F. "Stop Signs for Speed 0 S¢tNws: Not -Sri Sanea a - M Dosdep: Sort Neu - Sr UPiatc - BD Letter rehte - TOL Update Plrcnsions - DIM 7exV Left —_ - IL xi,ht TR Center Pc M I I - ML Next Right - IN N.a cent., - Vo ral Updnic - Tirr SM. Update -SUP Rerows: Short - HNt Lang HN2 41,Ieidx: Intstet. - SDI nus L., - SNa lius.Sw, - 309 UPF Int- - SH4 SyNMIs: So: In - BHk IN Dox Uut - IMSKIW B$ansoft Solutions PutODFyf' Suite 5, 7171 Blundell Road Richmond, B.C. V6Y tJ5o Phone: (604) 244-8387 ;rax: (604) 244-1770 !TE JOURNAL • JANUARY 1994 • 47 Control?" Traffic Engineering, November 19,76, 25-28. Briglia, Peter M.. Jr. "An Evaluation of 4 Way Stop Sign Contro(" ?TE Journal, VoL52.No-8(August 982):16-t4. Chadda, I-iimmat S. and Everett C. Carter. 'Nulti-Way Stops—liave We Gone Too Far?" FTE Journal, Vol, 53, No. 5 (May 1983): 19-21. FPotmism-Pr. Wolfgang 5., et aL. Residential .Street Desig+t and Traffic Control. Eng[ewood Cliffs, NJ- Prentice -Hall, 1989, "Indiana Suggests Ways to Haft 3too Sign Misuse." TRANSAFETY Reporter, Vol. VU, Na2(Fehruary 1989) 7. Lam, tiurry 5. and Martin R, Parker Jr. "tatsrseetion Control and Accident Experience (n Rural p,4re6igan." ITE dona'nal, Vol, 53,No, s (May 1983).27-29. Na4ona1 Committee ou Uniform Traffic Laws and Ordinances. Uniform Vehicle Code and rbfodel Traffic Ordinance, i9&'. U.S. i3aparunom of 1 ransportation. Manual or, Uniforre Traffic Control Devices. Washiogtoa, PC. Federal Highway Administration, 1988. Patricia B. Noyes is ` a principal in the engineering and management con- sulting firm of pat Noyes & Assoc- mles. Previously, she was traffic operations engineer for the city of Boulder, Colo., for eight years and transportation planning engineer for Boulder County before that. She eurrew6 ly serves as secretary/treasurer for the Colorado/Wyoming Section of ITE and chaired the section's Technical Committee on Residential Speed Control in 7987-88. She received an M.S.C.E. from the University of Colorado, Boulder; and M.A. from McMaster University, Hamilton, Ontario; and a B.A. from Northwestern University, Evanston, Ill. She is an Associate Member of ITE. 48 - ITE JOURNAL - JANUARY 1994 The ITE Bulletin Board System can be accessed by anyone with a modem and PC by dialing 800/982-4683. The bulletin board allows users to: -Exchange technical information -Make technical inquiries • Leave or get messages • Download files -Get the latest information on Positions available or wanted up to six weeks before publication in ITE journal -Access lists of Journal articles -Review "Washington Reports" -And much more If you need more information about what the BBS has to offer or have questions about using it, call the systems operator at ITE Headquarters at 202/554-8050. UNBREAKABLE Sa PANEL RELIABLE QUALITYSTANDARD SIGNAL HEAD MODULARREGULATOR CURRENT/ VOLTAGE DEPENDABLE + FLASHER ANNUAL PROGRAMMING RTC T anufacturing, Inc. TC* # . ,r (800) RTC -8721 In Texas (817) 860-1217 M am MEETING DATE City Council City Manager April 20, 1988 Exhibit J COUNCIL COMMUNICATION AGENDA TITLE: Traffic Studies - Discussion and Appropriate Action c) School Street at Vine Street, Before and After Study .RECO'MMENDED ACTION: None, Information only. .BACKGROUND INFORMATION: In September 1987, City Council received a petition from a School Street neighborhood regarding speed problems on School Street near Vine Street. City Council directed staff to perform a traffic study on School Street. Staff's study included 24-hour vehicle counts, radar speed surveys, a four-way stop control study, and an accident review at School Street and Vine Street. The requested four-way stop at School Street and Vine Street did not meet the warrants. Staff's study concluded the primary solution to speed problems is enforcement and suggested the Police Department continue enforcement on School Street, The City Council voted to install four-way stop signs at School Street and Vine Street. Staff indicated to the City Council that there were studies that showed installing stop signs may actually increase speed. At the request of the City Council, staff sent the Council the attached memo dated November 9, 1987 transmitting the studies and stop sign installation versus speed. Under the November 9, 1967 memo, the Public Works Department shared with the Council that we would be performing a "before" and "after" speed study on School Street. Radar surveys were performed in October 1987, one day before four-way step signs were installed. These results were compared with recent radar surveys, The Public Works Department recently performed a radar study on the same day of the week and in the same time frame as the work done last October. The 85th percentile speed increased by 1-2 mph after the installation of stop signs. The following table presents the radar speed results: Direction I APPROVED: School Street N/Vine Street Before After 32 33 32 34 S/Vine Street elare After 33 35 36 37 lump� CTRAFF13/TXTW.02M April 13, 1988 City Council April 20, 1988 Page 2 The traffic volumes on School Street have decreased. In September, the daily traffic volume on School Street north of Vine Street was 1,910 vehicles per day. A recent count of 1,690 vehicles per day was taken at the same location. Staff feels this could be due to seasonal variation or vehicles have re-routed to other streets due to the inconvenience of stop signs. The Council should be aware that stop signs do not necessarily reduce speed. If City Council desires to reduce speeds on School Street, consideration should be given to removing the School Street stop signs and increasing enforcement. (Oa c k sko Public obI Works Director JLR/PJF/ma Attachments ccStreet Superintendent Police Chief Richard Mullins 11 CTRAFF13/TXTW.02M April -13, 1988 t MEMORANDUM, City of Lodi , Publ is Works Department TO: City Manager City Council FROM, Public Works Director DATE ;November 9, 1987 SUBJECT, Studies Related to Unwarranted Stop Sign Installations At the request of the City Council at the October 21., 1987 meeting, we are providing the following attachments 1. Automobile Club study showing that unneeded stop signs have a major affect on the traveling public in the area of wasted hours, dollars, gasoline, and safety. 2. City of El Conte study shoeing that stop signs have a questionable value as a speed control measure and that their unwarranted installation has a financial impact on the motoring public. 3. City of La Mirada study showing that vehicle speeds do not change after the installation of regulatory speed signs, nor after the installation of stop signs. Stop signs only slow traffic at the stop sign location and vehicles are back to normal speed within a few hundred feet from the stop sign. Stop signs do not reduce rid -block vehicle speeds. In fact, it was found Ihah vvehicle speeds actually increased slightly. 4o Article from Traffic Engineering magazine entitled "Stop Signs for Speed Control w FThis study points out that the Manual on Uniform Traffic Control Devices far Streets and i hwa s clearly states that stop signs should not be installed for speed control. This study also shows that the difference in average speeds is not significant after installation of stop signs, but speeds do increase slightly. It also indicated that unwarranted stop signs installed for speed control are generally disregarded by approximately one-half of the motorists (i.e., making only a rolling stop). S. Publication of the Western District Institute of Transportation Engineers entitled "Lee Street-, A Twelve -Year Case History of Residential Street Traffic Management Problems". This study 11)dicated that for unwarranted step signs, only 14.5% of the drivers came to a complete step. The study showed there is little effect on vehicle speed other than in the immediate vicinity of the step sign controls. It also pointed out that the installation of stop signs had no effect on intersection accidents® The final action of the Lakewood, Colorado City Council was to remove all the unwarranted stop signs,. City Manager, et al. November 9, 1987 Page 2 Prior to the installation of the stop signs at School and Vine Streets, I directed the Traffic Engineering personnel to do additional radar speed studies north and south of the ne%q stop sign installation. In three to four months, we will bring back to the City Council the School Street before and after traffic data results. The Public Works staff feels that additional emphasis should be placed on effects on the motoring public when stop signs are installed. Unwarranted stop signs waste time and energy, cause air and noise pollution, and most importantly, encourage noncompliance. This increases the hazard to pedestrians, bicyclists, and the motoring public. In addition, it is felt that this noncompliance can be habit-forming and increase the City-wide safety problem rather than decrease it. r ken"� JacL. Ronsko �c Wo Publ c Works Director JLR/ma Attachments cc: City Attorney DoliCe Chief bcc: Public Works Director Lodi News Sentinel ITEM 1-03 Notes: 1. Existing plus project traffic includes turn restriction at Kettleman Lane and Academy Street with median installation, and redistributed traffic to/from Coventry Way. 2. Daily Traffic projections: 316 vpd for Almond North, 740 vpd for Almond Wood Estates. Existing Existing Street Traffic Volume Plus Project (vehicles per day) (vehicles per day) Academy Street 1,100 620 Coventry Way 1,400 1,060 Blackbird Place 0 355 Cherrywood Way 0 160 Elgin Avenue 0 1,360 Almond Drive (west) 3,900 3,700 Almond Drive (east) 3,200 3,450 Stockton Street (north) 10,200 10,900 Notes: 1. Existing plus project traffic includes turn restriction at Kettleman Lane and Academy Street with median installation, and redistributed traffic to/from Coventry Way. 2. Daily Traffic projections: 316 vpd for Almond North, 740 vpd for Almond Wood Estates. Speed Data Day/ Percentile Eastbound Westbound (mph) (mph) Weekday/ 85th 35.8 37.1 Weekend/ 85th 34.8 36.9 Weekday/ 50th 30.8 31.6 Weekend/ 50th 29.3 31.3 Note: Speed data count performed on Almond Drive east of Songbird Place in October 2003. C oI lisi ) n Diagram Amond Drive Stockton St to CherokeeLn 2000 _9/2003 t 7- z U) 5 z Ao A Le ) I uj C) A W Almond Dr. ------------ 0 -21 -2 I I � 1 -n f I � 6 Luf 2: :8 :s III [ 1 0 3: 1 t CIO C0/) 0 L E G E N D PATH OF MWNG VEH$CLE REAR END COLUSION MM OBJECT PARKED VEHiCLE DATEI 0— 14— 2003., S0ESWIPE AT FAULT A PD# 00-3673 00-5879 00-8547 01-04871 01-04858 01-13801 02-00506 02-05604 02-07091 02-08404 03-00858 03-01270 03-01783 03-02070 03-06932 03-08520 03-08489 Location: Almond/ Stockton -Cherokee Year(s): 2000-9/2003 No. DATE TIME DAMAGE INJURIES APPARENT CAUSE (A) 1. 4/19/2000 1503 none 0 Kid riding a bike and ran in to a car. 2. 6/5/2000 800 mod. -mod. 0 Right of way violation. 3. 8/28/2000 1534 tot. -tot. 0 DUI and unsafe turning. 4. 5/7/2001 1143 unk.-min. 0 Cause unknown, Appears to be unsafe passing. 5. 5/7/2001 503 mod. -non. 0 Unsafe backing. 6. 12/6/2001 839 non. -min. 0 Hit and run Cause unknown. 7. 1/12/2002 1744 min. -min. 0 Driving on wrong side of the road. 8. 5/12/2002 1551 min. -min. 0 unsafe turning. 9. 6/13/2002 849 unk.-min. 0 Unknown, appears to be unsafe backing. 10. 7/6/2002 815 maj.-mod. 1 Following too closely. 11. 1/21/2003 1433 min. -min. 0 Unsafe turning. 12. 1/30/2003 1814 maj.-mod. 1 Unsafe speed. 13. 2/12/2003 748 maj.-maj. 1 Unsafe left turn. 14. 2/18/2003 1815 min. -min. 0 Cause unknown. 15. 6/14/2003 350 min. -mod. 1 Unsafe left turn. 16. 7/23/2003 1946 mod. -mod 0 Unsafe speed. 17. 8/14/2003 1454 maj.-maj. 0 unsafe turning. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. Almond_Stockton_CherokeeAs 10/15/2003 Sent by: Ca Association of Realtors 916 444 2033; 10/15/2003 12:48PM; 11180; Page 1/1 CALIFORNIA ASSOCIATION OF REALTOKS'{' October 14, 2003 Jeffrey Kirst Tokay Realty P.O. Box 1259 Woodbridge, CA 95258 Dear Mr. Kirst: 1n a continuing and demonstrated successful effort to expand housing supply and increase housing affordability, the California Association of REALTORS@ will co-sponsor a new series of housing gills before the California Legislature next year. One of those housing issues is of interest to your community. Building on the commitment of many local governments to encourage housing, we will co-sponsor a bill with all of the housing advocates to permit developers of new single family housing subdivisions to place duplex units on corner lots. The City of Sacramento and the County of Sacramento are two nearby governments that have implemented this proposal. Property owners are quite pleased with the results. We look forward working with you next year. Sincerely, Ronald M. Kingston 6 ■F -V -"*%-+t mlip"d--t .,RKt:LeeniFe.Ci.re.�. —A. win .au r. w w-c—at--«....w.. ..r.� .u. "W�W A IKVIATNwOr MtALUMS& 9XIi Ninth St.rret. Suitt 1430, Sact.r.cntn, CA 45Ht4 iet')IA.444.2t145 Fix 916.444.:.011 www.iar.urg l-3