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HomeMy WebLinkAboutO.B. 3 STP SGN A&3RD 01-06-92s► .tom �. ,. N A U OLD BUSINESS NO. 3 1-6-92 0 IA DATE: DECEMBER 17f 1991 TO: WILLIAM A. HUSTON, CITY MANAGER FROM: PUBLIC WORKS DEPARTMENT/ENGINEERING DIVISION SUBJECT: REQUEST FOR STOP SIGNS ON "All STREET AT SECOND STREET AND AT THIRD STREET RECOMMENDATION Pleasure of the Council. BACKGROUND On December 2, 1991, the City Council heard testimony regarding traffic problems at two intersections, "A" Street at Second Street and at "A" Street at Third Street. The Council ordered the installation of all -way stop signs at both intersections and instructed staff to further study the locations for additional traffic controls. Stop signs previously existed for both intersections on the Second Street and Third Street legs. Traffic volumes on "A" Street vary from 500 vehicles per day south of Third Street to 800 vehicles per day north of Third Street. Traffic volumes on Second Street and Third Street are less than 400 vehicles per day. The additional stop signs on "A" Street have already been installed. DISCUSSION A traf f is engineering consulting firm has conducted a warrant study (attached) on the two intersections. The results of the study indicate that all -way stop controls are not warranted at this time, based upon the guidelines established by the State of California. The study also indicates that the City- is within its legal authority to place the additional stop signs, and that. no additional traffic controls are necessary at either location. Le dazlk dLgkg'�A40 Ro ert S. Ledendecker Director of Public Works/ City -Engineer RSL:DRK:ccg:stopast Attachment Dana'A. Kasd n Engineering Servi es Manager Rock E. Miller & Associates Traffic & Transportation Engineers Mr. Dana Kasdan Engineering Division City of Tustin 15222 Del Amo Avenue Tustin CA 92680 t --n m 17 U v `► DEC 1 81991 ' 'I'1STIN PUBLIC WORKS DEPT. December 17, 1991 Subject:- Traffic Study for Multi -Way Stop Installations on "A" Street at Second Street and at Third Street Dear Mr. Kasdan: In accordance with your authorization, Rock E. Miller and Associates has completed the subject study for the proposed traf f is control change in the City of Tustin. The report was prepared primarily to address the need and justification for multi -way stop controls at the two subject intersections located in a residential area near the central portion or the City. It has been a pleasure to prepare this report for the City of Tustin. Please contact me, if you have any questions about the report or if you need additional information. Sincerely, Rock E. Miller, P.E. Principal tus4way.stu\91051 17852 East Seventeenth Street, Suite 107, Tustin, CA 92680 FAX (714) 573-9534 TEL. (714) 573-0317 QRpF ESS/Oti CD No. M w a B*es 9/30/92 �FOF C 1 Traffic Study for Multi -Way Stop Installation on "A" Street at Second Street and at Third Street Presented to: City of Tustin Engineering Division 15222 Del Amo Ave Tustin, CA 92680 (7 14) 544-8890 Prepared By: Rock E. Miller and Associates 17852 E. 17th Street, #107 Tustin, CA 92680 (714) 573-0317 December, 1991 SUBJECT AND RECOMMENDEb ACTION The City Council of the City of Tustin has directed City Staff to study traffic conditions and to install all -way stop controls at two intersections in the City. The two intersections are "A" Street at Second Street and "A" Street at Third Street. The study indicates that there is not sufficient traffic and there are no other conditions present to justify or warrant the installation of the proposed stop signs. Installation of the signs is legal and within the authority and jurisdiction of the City. No additional traffic controls are recommended or required at this time, except intersection striping and markings to be implemented in conjunction with the stop signs. STATEMENT OF ISSUES OR PROBLEMS At the December 2, 1991 Meeting of the Tustin City Council, the council heard testimony from residents in the vicinity of "A" Street at Second Street and at Third Street. The testimony indicated problems of excessive speed and traffic volume, due to vehicles using "A" street as a short cut between First street and Main Street. There are no stop signs or any other intersection traf f is controls in this three block stretch, so motorists may find the route to be an attractive short cut. These problems could be caused or aggravated by the temporary closure of the Irvine Boulevard/4th Street overcrossings of the I-5 and Route 55 Freeways for freeway widening. The council determined that all -way stop signs should be implemented on "A" Street at both locations immediately. Also, staff should intensely study both intersections, to evaluate the extent of traffic problems and to determine if further measures should be taken. INTRODUCTION AND BACKGROUND "A" Street is a two-way two-lane local residential street from First Street to Main Street. Second Street and Third Street intersect with this portion of "A" street. Traffic on Second and Third Streets was controlled by stop signs at "A" Street prior to recent actions. "A" Street traffic is stopped at First Street and at Main Street, but traffic is not stopped for Second Street or Third Street. The City Council has authorized and ordered the installation of all -way stop controls at both intersections. 1 There are several commonly accepted traffic guidelines for installation of stop signs, published by the U.S. Federal Highway Administration and by Caltrans known as "warrants". Warrants for stop signs are based primarily upon traffic volume and accident records. Fulfillment of warrants indicates that installation of multi -way stop controls should be considered. If these warrants are not fulfilled, there probably is no traffic justification to recommend multi -way stop controls. Multi -way stop controls are frequently requested by residents to correct problems of speeding, excessive traffic, or improper through traf f is in neighborhoods . This type of traf f is behavior is not proper in neighborhoods, but case studies have found that stop signs are ineffective when used for controlling these problems. Installation of multi -way stop signs is not normally recommended solely to address speeding or through traffic problems. DISCUSSION AND ANALYSIS Authority Cities in California have authority under California State law to erect stop signs on one or more entrances to any intersection between city streets except at traffic signals (CVC Sec. 21354-55) . No specific requirements or criteria are indicated in law for local residential streets, however the State Department of Transportation (Caltrans) is required to publish a set of guidelines appropriate for usage by cities in determining where stop signs should be installed. These guidelines are known as "warrants", and are published in the Caltrans Traffic Manual. They are based upon numerous studies and collective experience in installing stop signs. Most cities follow these guidelines in determining appropriate locations for stop signs. Existing Conditions "A" Street is a two-way two-lane local residential street. The section of interest extends from First Street to Main Street, and is located about one-quarter mile west of E1 Camino Real. "A" Street varies from 36 feet to 40 feet curb -to -curb and parking is generally permitted. Traffic counts taken for this study indicate daily traffic levels on this street of 500 to 800 vehicles per day. Figure 1 indicates daily traffic volumes for each direction on "A" Street and on Second and Third Streets near "A" Street. Second Street and Third Street each intersect with "A" Street in the study area. Stop signs currently control traffic on Second Street and on Third Street at "A" Street. There are no controls on "A" Street at either intersection. Sight distance for motorists stopped on Second or Third Street at "A" Street is generally good, with no permanent obstructions, structures, or trees to limit P6 visibility. Parking on all of the street approaches is light during work hours, with slightly higher use after hours. Parked vehicles were not observed to park near either intersection. Traffic Control History Traffic on Second and Third Streets is controlled by stop signs at "A" Street, which were installed in mid -1989 according to City records. Prior to 1989 both intersections were uncontrolled. Uncontrolled four -leg intersections normally require good sight distance, so vehicles may safely approach the intersection at prevailing speeds on different streets. This level of sight distance is not usually available in residential areas. Uncontrolled 4 -leg intersections are frequently modified to provide for stop sign controls on the approaches for the street with the lowest traffic volume. This remedy provides for adequate traffic control, while increases in traffic noise, delay, fumes, and inconvenience associated with stop signs are minimized. Stop signs were installed in 1989 on the Second and Third Street approaches to both intersections, because these approaches carried less traffic than the "A" Street approaches. Analysis of All -Way Stop Controls The City Council has recently authorized and ordered the instal- lation of 4 -way stop controls at both intersections. Guidelines for installation of Multi -way Stop controls are substantially different than guidelines for installation of single approach stop controls. Multi -way stop controls are useful when traffic volumes on both intersecting streets are nearly equal and high enough that vehicles on the stopped approach experience undesirable or unnecessary delay, due to traffic on the unstopped cross street. Traffic warrant guidelines indicate that the combined volume of all vehicles entering the intersection should average 500 vehicles per hour (about one vehicle every 5 seconds, approximately) for eight hours of the day, and that at least 200 of these vehicles (one vehicle every 18 seconds) should be on the lesser used street approaches to the intersection. This condition assures that three or more approaches to the intersection are nearly equally used, and that one or more vehicles will normally be present at the intersection for at least eight hours of the day. Multi -way stop controls are also useful when traffic accidents correctable by these controls are evident in records. They are also useful when traffic signals are warranted, as an interim measure while arrange- ments are being made for traffic signal installation. Multi -way stop controls are frequently requested by residents in residential areas to correct problems of speeding, excessive traffic, or improper through traffic. There are numerous instances where stop controls have been implemented for these reasons. These installations have rarely achieved the intended results, but they 3 have produced undesirable side effects. Traffic noise and fumes from acceleration and braking increase at all -way stop sites. This increases resident awareness and discomfort over existing traffic levels. Traffic speeds frequently increase along the area of the roadway between the stop signs, possibly due to the need to make up for lost time or by impatience. Compliance with unwarranted stop controls is not good. A high proportion of vehicles will not come to a complete stop, and a portion of these vehicles may pass though the intersection without slowing, accidentally or on purpose. This compliance problem is more significant in after-hours. In some cases traffic volumes have decreased due to the inconvenience of additional stops. In other instances traffic volumes have increased due to improved access from the cross streets. For the reasons discussed above, the installation of multi -way stop signs is not recommended unless the traffic warrants are met. Traffic volume counts were obtained for this study on all approaches to the two intersections on "A" Street at Second Street and at Third Street. The counts were analyzed to determine if traffic volumes are within the published warrant levels. Existing traffic levels are low on all of the study area streets, much lower than traffic warrant volumes. Existing traffic levels must increase by a factor of nearly three times on "A" Street, and by eight times on Second Street or Third Street, to approach the recommended traffic levels. This level of traffic growth is not expected, and these traffic increaseswould not be desirable for these neighborhood streets. The traffic levels are also too low to require any consideration for traffic signals. City accident records were checked to determine if an existing safety problem is evident. There have been no traffic accidents on any report taken by the City at either intersection since the stop signs were installed on Second and Third Streets. There was an intersection accident report for Second Street at "A" Street in early 1989, prior to installation of the stop sign on Second Street. One month later, there was also a mid -block accident involving a driveway south of Second Street. The potential for intersection accidents can actually increase at unwarranted stop intersections, so stop controls are not recommended in anticipation of potential future traffic accidents. TRAFFIC VOLUME ANALYSIS Traffic volumes were collected for 24 -hours by separate direction and 15 minute interval for all of the streets in the study area. Through traffic can not be positively identified or measured by these counts, however it can be inferred from unusual patterns in traffic fluctuation and from consideration of development located adjacent to the street. 4 The two-way traffic counts for Second and Third Street are each less than 400 vehicles per day. The variation of traffic through- out the day is similar to other typical residential streets and is generally consistent with the traffic generation expected from the residences on each street. Little or no though traffic is evident from these counts. Two-way traffic counts on "A" Street are from 500 to 800 vehicles per day. The counts are not typical of residential streets, because there is considerably more traffic southbound than northbound. Most residential streets receive near equal usage on a 24-hour basis. This may provide evidence of southbound through traffic usage on the street, but it is also explained by the absence of intersection traffic controls for First Street at "A" Street. It is easier to turn left onto First street west of Yorba Street. The total daily volume on "A" Street is substantially higher than the traffic levels which would be generated by adjacent land uses, however the street would also be used by residents on Second or Third Streets to gain access to First Street or Main Street. The volume is much lower near Main Street than near First Street, so evidence of through traffic is not strong. Most of the traffic on the street clearly arises from the neighborhood. The ratio of peak hour traffic to total daily traffic is usually nine to ten percent for residential streets. When the peak hour is substantially greater than these levels, the additional traffic is often through traf f is using the route to avoid congestion at nearby locations. The counts for "A" Street fall within the 10 percent range, so no unusual peak hoer through traffic usage is evident. ALTERNATIVES The only appropriate alternative for the two intersections is whether to proceed with the installation of the all -way stop signs, or to reverse this decision. The installation of stop signs at an intersection is normally considered irreversible. Safety problems can occur from the removal of establishedstop signs, because motorists may wrongly assume that cross traffic will be required to stop. Normally stop signs are only removed for the installation of traffic signals or in conjunction with major highway changes. Neighborhood stop signs are occasionally removed as a part of an overall traffic management plan for a neighborhood, but these plans include widespread and extensive notice and support for the proposed changes. The stop signs on Second and Third Streets will not be "estab- lished" in the memory of regular motorists in the area for several months. It may be more appropriate to remove the signs in the next few weeks than after one year, however staff would not recommend to reverse the City Council's decision at this time. 5 At first, motorists familiar with the area will not expect the stop signs. So, plans prepared for installation of the stop signs include provisions for painted stop messages and for the street to be striped for about 80 feet approaching the intersection. This will help to improve the visibility of the new controls. "Stop Ahead" signs are frequently used at locations where stop signs are unexpected and visibility of the stop signs or compliance are major concerns. Due to the low traffic volumes and the good visibility on all approaches, "Stop Ahead" signs are not judged to be necessary for either location. Figure 2 and Figure 3 indicate the recommended striping treatment for each intersection. CONCLUSION Traffic conditions at the intersection of "A" Street at Second street and "A" Street at Third Street do not currently meet criteria for installation of all -way stop signs. Traffic levels fall far short of levels normally associated with this type of control. RECOMMENDATIONS No further action regarding traffic controls is recommended.on "A" Street at Second Street and at Third Street. The Police Department may need to monitor the roadway to achieve compliance and to insure that undesirable motorist behavior is not being caused by the stop signs. The stop signs were ordered for installation by the City Council based upon testimony by residents of traffic problems at the two corners and on "A" Street. In the future, it is recommended that the City Council should first order staff to complete appropriate studies of the existing conditions to determine the extent of traffic problems and to identify those measures which are most appropriate to correct any improper traffic conditions. Also, all residents in the affected area should be given an opportunity to express their views regarding traffic problems and potential changes. These studies can usually be completed within a few weeks, and this minimal delay will not result in significant consequences at locations which have not experienced traffic changes. 0 zi. >nd Street Street I t North No Scale LEGEND -- 000 = Daily Traffic Volumes FIGURE Existing Dally Rock E. Miller k Associates Traffic Volumes 1"=60' 5.., ig Exist R1 T `D DETAIL 22, 80' a? cv - PAINT 12 WHITE STOP BAR AND MESSAGE INSTALL R1 SIGN ON NEW POST I y 20' 20' ?' CL 'p c�- (D (D INSTALL R1 SIGN ON NEW POST — —— �' � PAINT 12" WHITE STOP BAR AND MESSAGE N O N — _ o !� DETAIL 22, 80' OD - i "A" Street Jlllf F t 18' ;; 19 i 17 1 20 LEGEND N C N O PAINT WHITE STOP LEGEND SI� EXISTING STOP LEGEND ► TRAFFIC SIGN (EXISTING UNLESS NOTED OTHERWISE) ---- EXISTING TRAFFIC STRIPE OR MARKING Recommended Striping _ �PIEM1=r- , for "A" Street at Rock E. Miller k Associates Th 1 rd S t re e t FIGURE 3 Four Way Stop Warrant Major Street: A Street Minor Street: 2nd Street Condition: Existing Eight Highest Hours Major Street Minor Street Minor All North South East West Street Legs Hour Bound Bound Bound Bound Total Total ------------------------------------------- 9-10a 15 26 11 9 20 61 11-12p 20 24 8 10 18 62 12-1p 17 26 9 12 21 64 1-2p 12 24 11 20 31 67 2-3p 29 30 12 16 28 87 3-4p 23 32 8 12 20 75 - 4-5p 32 27 13 14 27 86 5-6p 16 38 16 16 32 $ ---------------------------------------------------------- 8 -hr Tota 164 227 88 109 197 588 --------------------------------------------------------------- 8-hr Avg 21 28 11 14 25 74 Warrant 200 500 --------------------------------------------------------------- Four Way Stop is NOT Warranted by Volume Four Way Stop is warranted if Minor Street Average is above 200 and Total Average is above 500. --------------------- 24 -hr Count 677 314 8 -Hour % of 24 -hr 58% 63% ------------------------------------------------ ADT to trigger Future Warrant 4155 2550 Four Way Stop Warrant Major Street: A Street Minor Street: 3rd Street Condition: Existing Eight Highest Hours Major Street Minor Street Minor All North South East West Street Legs Hour Bound Bound Bound Bound Total Total ---------------------------------------------------------------- 9-10a 6 37 18 10 28 71 11-12p 15 41 7 12 19 75 12-1p 12 36 16 10 26 74 2-3p 21 54 24 15 39 114 3-4p 14 44 20 7 27 85 4-5p 28 54 27 30 57 139 5-6p 15 47 22 15 37 99 - 6 12 30 13 10 23 65 --------------------------------------------------------------- 8 -hr Total 123 343 147 109 256 722 -------------------------------------------------- 8-hr Avg 15 43 18 14 32 90 Warrant 200 ----------- 500 ---------------------------------------------------- Four Way Stop is NOT Warranted by Volume Four Way Stop is warranted if Minor Street Average is above 200 and Total Average is above 500. ----------------- 24-hr Count 774 390 8 -Hour % of 24 -hr 600 66% ------------------------------------------------- ADT to trigger Future Warrant 3986 2438 TRAFFIC DATA SERVICES, INC. LOCATION CODE 12105.001 LOCATION - A ST.-N/O 2ND ST AVERAGED VOLUMES FOR - WEDNESDAY 12/4/91 TO THURSDAY 12/5/91 - �t lrtirtNr+r AM ,ter** TIME NB PM SB TOTAL TIME NB SB TOTAL 11 12:00 - 12:15 2 1 3 12:00 - 12:15 1 10 12.15 - 12:30 0 0 0 12:15 - 12:30 5 6 11 12:30 - 12:45 0 0 0 12:30 - 12:45 3 6 4 26 9 9 40 12:45 - 1:00 0 2 0 1 0 3 12:45 - 1:00 5 14 1:00 - 1:15 0 0 0 1:00 - 1:15 3 9 6 12 14 1:15 - 1:30 0 0 0 1:15 - 1:30 8 3 8 1:30 - 1:45 0 0 0 1:30 - 1:45 5 2 18 6 24 8 42 1:45 - 2:00 0 0 0 0 0 0 1:45 - 2:00 2:00 - 2:15 0 0 0 2:00 - 2:15 8 5 8 13 17 2:15 - 2:30 0 0 0 2:15 - 2:30 9 19 2:30 - 2:45 0 0 0 0 0 2:30 - 2:45 2:45 - 3:00 8 8 33 11 6 30 14 63 2:45 - 3:00 0 0 0 0 3:00 - 3:15 0 0 0 3:00 - 3:15 4 6 8 10 12 16 3:15 - 3:30 0 0 0 3:15 - 3:30 8 11 3:30 - 3:45 0 0 0 1 1 3:30 - 3:45 3:45 - 4:00 3 5 18 6 32 11 50 3:45 - 4:00 0 0 1 1 4:00 - 4:15 0 0 0 4:00 - 4:15 '14 3 7 17 12 4:15 - 4:30 0 0 0 4:15 - 4:30 5 10 17 4.30 - 4:45 1 1 2 2 4 6 4:30 - 4:45 4:45 - 5:00 7 9 35 7 27 16 62 4:45 - 5:00 3 4 1 5:00 - 5:15 1 0 1 5:00 - 5:15 5 11 16 19 5:15 - 5:30 1 0 1 5:15 - 5:30 6 13 8 13 5:30 - 5:45 0 0 0 2 4 5:30 - 5:45 5:45 - 6:00 5 0 16 6 38 6 54 5:45 - 6:00 1 3 1 1 6:00 - 6:15 0 0 0 6:00 - 6:15 3 9 7 12 11 6:15 - 6:30 0 3 3 6:15 - 6:30 4 6 12 6:30 - 6:45 0 3 7 13 3 8 14 6:30 - 6:45 6:45 - 7:00 6 2 15 2 24 4 39 6:45 - 7:00 1 1 7:00 - 7:15 5 8 13 7:00 - 7:15 3 3 6 6 7:15 - 7:30 0 10 10 7:15 - 7:30 1 5 1 7:30 - 7:45 2 9 11 7:30 - 7:45 0 5 1 5 14 6 19 7:45 - 8:00 7 14 14 41 21 55 7:45 - 8:00 1 8:00 - 8:15 9 17 26 8:00 - 8:15 3 2 5 5 12 8:15 - 8:30 1 8 9 8:15 - 8:30 7 4 8 8:30 - 8:45 3 4 6 35 7 10 52 8:30 - 8:45 8:45 - 9:00 4 0 14 2 13 2 27 8:45 - 9:00 4 17 9:00 - 9:15 4 9 13 9:00 - 9:15 0 3 3 3 9:15 - 9:30 2 8 10 9:15 - 9:30 1 2 3 3 9:30 - 9:45 4 6 10 9:30 - 9:45 0 1 0 8 0 9 9:45 - 10:00 2 12 3 26 5 38 9:45 - 10:00 0 10:00 - 10:15 5 6 11 10:00 - 10:15 1 3 0 4 0 10:15 - 10:30 4 5 9 10:15 - 10:30 0 3 10:30 - 10.45 2 4 6 10:30 - 10:45 2 1 2 6 3 10 10:45 - 11:00 3 14 7 22 10 36 10:45 - 11:00 1 4 11:00 - 11:15 4 8 12 11:00 - 11:15 0 0 0 0 0 11:15 - 11:30 3 5 8 11:15 - 11:30 0 0 0 11:30 - 11:45 5 8 13 11:30 - 11:45 0 0 0 0 0 11:45 - 12:00 6 18 3 24 9 42 11:45 - 12:00 0* 0 TOTALS 85 166 251 173 242 415 258 408 666 ADT'S TRAFFIC DATA SERVICES, INC. LOCATION CODE 12105.002 �1t�*�+rltt�r+r.r�►�##ir,tr�rir�t*fir*,t+r,Nr,..- -- �,►*,r+t+►.+r+r_ ..,r,►�lNt LOCATION - 2ND ST -W/O A ST AVERAGED VOLUMES FOR - WEDNESDAY 12/4/91 TO THURSDAY 12/5/91 AM*�+r�r�r* ,,t*w�+r+Nr*+t+r}r*�r/r**lr*rk1r* PM1r TIME EB WB TOTAL TIME EB WB TOTAL ��r�rrr�r�r*�irirt�t,ie�irirerir��r�r*** .*trrr�r�tr�r+Nr*�t�*ir�r�r�r 12:00 - 12:15 1 0 1 12:00 - 12:15 2 5 7 12:15 - 12:30 0 0 0 12:15 - 12:30 4 3 7 12:30 - 12:45 0 1 1 12:30 - 12:45 1 5 6 12:45 - 1:00 0 1 0 1 0 2 12:45 - 1:00 2 9 2 15 4 24 1:00 - 1:15 0 0 0 1:00 - 1:15 4 8 12 1:15 - 1:30 0 0 0 1:15 - 1:30 5 2 7 6 1:30 - 1:45 0 0 0 1:30 - 1:45 2 4 1:45 - 2:00 0 0 0 0 0 0 1:45 - 2:00 0 11 4 18 4 29 2:00 - 2:15 0 1 1 2:00 - 2:15 5 5 10 2:15 - 2:30 0 1 1 2:15 - 2:30 2 6 8 2:30 - 2:45 0 0 0 2:30 - 2:45 3 5 8 2:45 - 3:00 0 0 0 2 0 2 2:45 - 3:00 2 12 3 19 5 31 3:00 - 3:15 0 0 0 3:00 - 3:15 0 6 6 5 3:15 - 3:30 0 0 0 3:15 - 3:30 1 4 10 3:30 - 3:45 0 0 0 3:30 - 3:45 4 6 3:45 - 4:00 1 1 0 0 1 1 3:45 - 4:00 3 8 4 20 7 28 4:00 - 4:15 0 0 0 4:00 - 4:15 5 3 8 10 4:15 - 4:30 0 0 0 4:15 - 4:30 3 7 4:30 - 4:45 1 0 1 4:30 - 4:45 1 4 13 2 3 15 3 7 28 4:45 - 5:00 0 1 1 1 1 2 4:45 - 5:00 5:00 - 5:15 0 0 0 5:00 - 5:15 8 4 12 11 5:15 - 5:30 3 0 3 5:15 - 5:30 4 7 9 5:30 - 5:45 0 2 2 5:30 - 5:45 3 6 5:45 - 6:00 2 5 0 2 2 7 5:45 - 6:00 1 16 3 20 4 36 6:00 - 6:15 0 1 1 6:00 - 6:15 2 3 5 6 6:15 - 6:30 0 1 1 6:15 - 6:30 3 3 6:30 - 6:45 0 5 5 6:30 - 6:45 4 6 4 16 10 4 25 6:45 - 7:00 0 0 2 9 2 9 6:45 - 7:00 0 9 7:00 - 7:15 1 4 5 7:00 - 7:15 1 5 6 3 7:15 - 7:30 0 3 3 7:15 - 7:30 1 2 2 7:30 - 7:45 2 4 6 7:30 - 7:45 1 1 4 15 7:45 - 8:00 3 6 4 15 7 21 7:45 - 8:00 1 4 3 11 8:00 - 8:15 2 1 3 8:00 - 8:15 1 2 3 2 8:15 - 8:30 2 1 3 8:15 - 8:30 1 1 8:30 - 8:45 2 0 2 8:30 - 8:45 3 3 6 8:45 - 9:00 0 6 4 6 4 12 8:45 - 9:00 3 8 4 10 7 18 9:00 - 9:15 3 5 8 9:00 - 9:15 1 3 4 9:15 - 9:30 5 4 9 9:15 - 9:30 1 2 3 9:30 - 9:45 2 3 5 9:30 - 9:45 0 1 6 1 2 10 9:45 - 10:00 1 11 4 16 5 27 9:45 - 10:00 2 4 0 10:00 - 10:15 1 2 3 10:00 - 10:15 2 1 3 1 10:15 - 10:30 2 4 6 10:15 - 10:30 0 1 10:30 - 10:45 3 2 5 10:30 - 10:45 0 0 0 4 10:45 - 11:00 1 7 1 9 2 16 10:45 - 11:00 0 2 0 2 0 - 11:00 - 11:15 2 2 4 11:00 - 11:15 0 1 1 0 11:15 - 11:30 3 2 5 11:15 - 11:30 0 0 0 11:30 - 11:45 2 2 4 11:30 - 11:45 0 0 11:45 - 12:00 1 8 4 10 5 18 11:45 - 12:00 0 0 0 1 0 1 96 153 249 TOTALS 46 71 117 142 224 366 ADT'S TRAFFIC DATA SERVICES, INC. LOCATION CODE 12105.003 itir�rlt�rlrlwritlr�ir+Irw,.,elHe�rtftie�lr *��"�`' --'`*� LOCATION - 2ND ST-E/O A ST AVERAGED VOLUMES FOR - WEDNESDAY 12/4/91 TO THURSDAY 12/5/91 rr AM w-,►�rt�,tr **rt**trr+Mr�t�rr PM +r+r TIME EB WB TOTAL TIME EB WB TOTf:- 12:00 - 12:15 1 0 1 12:00 - 12:15 1 3 4 12:15 - 12:30 0 0 0 12:15 - 12:30 4 2 6 12:30 - 12:45 0 1 1 12:30 - 12:45 3 3 4 12 6 4 20 12:45 - 1:00 0 1 0 1 0 2 12:45 - 1:00 0 8 1:00 - 1:15 0 0 0 1:00 - 1:15 9 5 6 14 10 1:15 - 1:30 0 0 0 1:15 - 1:30 4 7 1:30 - 1:45 0 0 0 1:30 - 1:45 2 1 16 5 4 20 5 36 1:45 - 2:00 0 0 0 0 0 0 1:45 - 2:00 2:00 - 2:15 0 1 1 2:DO - 2:15 2 5 3 4 2:15 - 2:30 0 1 1 2:15 - 2:30 1 9 2:30 - 2:45 0 0 0 2:30 - 2:45 3 3 9 6 2 16 5 25 2:45 - 3:00 0 0 0 2 0 2 2:45 - 3:00 3:00 - 3:15 0 0 0 3:00 - 3:15 0 3 3 3 3:15 - 3:30 0 0 0 3:15 - 3:30 3 0 3:30 - 3:45 0 0 0 3:30 - 3:45 3 6 9 5 20 3:45 - 4:00 0 0 1 1 1 1 3:45 - 4:00 2 8 3 12 4:00 - 4:15 1 0 1 4:00 - 4:15 1 3 4 7 4:15 - 4:30 0 0 0 4:15 - 4:30 3 4 4:30 - 4:45 1 0 1 4:30 - 4:45 1 3 8 1 6 14 2 9 22 4:45 - 5:00 2 4 0 0 2 4 4:45 - 5:00 5:00 - 5:15 0 0 0 5:00 - 5:15 6 4 10 9 5:15 - 5:30 0 0 0 5:15 - 5:30 5 4 5 5:30 - 5:45 0 2 2 5:30 - 5:45 0 5 3 16 4 28 5:45 - 6:00 0 0 0 2 0 2 5:45 - 6:00 1 12 6:00 - 6:15 2 1 3 6:00 - 6:15 3 2 5 5 6:15 - 6:30 0 2 2 6:15 - 6:30 2 3 6:30 - 6:45 0 1 1 6:30 - 6:45 1 1 3 9 2 4 16 6:45 - 7:00 1 3 2 6 3 9 6:45 - 7:00 1 7 7:00 - 7:15 1 1 2 7:00 - 7:15 2 4 6 1 7:15 - 7:30 0 1 1 7:15 - 7:30 1 0 0 7:30 - 7:45 3 1 4 7:30 - 7:45 0 0 1 5 1 8 7:45 - 8:00 4 8 2 5 6 13 7:45 - 8:00 0 3 8:00 - 8:15 2 0 2 8:00 - 8:15 4 1 5 5 8:15 - 8:30 5 2 7 8:15 - 8:30 1 4 3 8:30 - 8:45 0 3 3 8:30 - 8:45 2 7 1 3 9 3 16 8:45 - 9:00 1 8 3 8 4 16 8:45 - 9:00 0 9:00 - 9:15 1 5 6 9:00 - 9:15 1 2 3 4 9:15 - 9:30 1 1 2 9:15 - 9:30 1 3 0 1 9:30 - 9:45 3 1 4 9:30 - 9:45 1 0 5 0 8 9:45 - 10:00 1 6 2 9 3 15 9:45 - 10:00 0 3 10:00 - 10.15 3 2 5 10:00 - 10:15 1 1 1 2 3 10:15 - 10:30 1 3 4 10:15 - 10:30 2 0 10:30 - 10:45 3 0 3 10:30 - 10:45 0 0 2 4 2 7 10:45 - 11:00 3 10 1 6 4 16 10:45 - 11:00 0 3 11:00 - 11:15 1 2 3 11:D0 - 11:15 0 0 0 0 0 11:15 - 11:30 0 1 1 11:15 - 11:30 0 0 11.30 - 11.45 2 2 4 11:30 - 11:45 0 0 0 0 0 0 0 11:45 - 12:00 2 5 5 10 7 15 11:45 - 12:00 0 TOTALS 45 50 r 95 84 122 206 129 172 301 ADT'S LOCATION CODE 12105.004 TRAFFIC DATA SERVICES, INC. LOCATION — A ST—BTN 2ND S 3RD ST AVERAGED VOLUMES FOR — WEDNESDAY 12/4/91 TO THURSDAY 12/5/91 ,► *sr* AM ,k+ * r* t r,► r +�+r* �r+r PM ***** TOTAL TIME NB SB TOTAL TIME NB SB 4 10 14 12:00 — 12:15 2 3 5 12:00 — 12:15 7 11 18 12:15 — 12:30 0 0 p 12:15 — 12:30 g 10 12:30 — 12:45 0 0 0 12:30 — 12:45 2 4 17 7 36 11 53 12:45 - 1:00 0 2 0 3 0 5 12:45 — 1:00 1:00 — 1:15 0 0 0 1:00 — 1:15 4 2 8 9 12 11 1:15 — 1:30 0 0 p 0 1:15 — 1:30 1:30 — 1:45 4 6 10 1:30 — 1:45 0 0 0 0 0 0 1:45 - 2:00 2 12 7 30 9 42 1:45 — 2:00 0 0 2:00 — 2:15 0 0 0 0 2:00 — 2:15 2:15 — 2:30 7 7 10 14 17 21 2:15 — 2:30 0 0 0 0 2:30 — 2:45 8 17 25 2:30 — 2:45 0 0 0 0 0 0 2:45 - 3:00 7 29 13 54 20 83 2:45 — 3:00 0 3:00 — 3:15 0 0 0 3:00 — 3:15 7 10 15 16 22 26 3:15 — 3:30 0 0 0 0 3:15 — 3:30 3:30 — 3:45 1 4 5 3:30 — 3:45 0 1 1 0 2 2 3 3 3:45 — 4:00 5 23 9 44 14 67 3:45 - 4:00 4:00 - 4:15 0 1 1 4:00 - 4:15 13 17 9 30 15 4:15 — 4:30 0 0 p 4:15 — 4:30 6 5 14 19 4:30 — 4:45 1 2 3 4 8 4:30 — 4:45 4:45 — 5:00 8 32 14 54 22 86 4:45 — 5:00 1 2 3 6 5:00 — 5:15 1 1 2 5:00 — 5:15 4 7 11 15 15 22 5:15 — 5:30 0 2 2 0 5:15 — 5:30 5:30 — 5:45 3 13 16 5:30 — 5:45 0 0 1 4 1 5 5:45 — 6:00 2 16 8 47 10 63 5:45 — 6:00 0 1 6:00 — 6:15 1 1 2 6:00 — 6:15 5 5 8 11 13 16 6:15 — 6:30 1 3 4 6:15 — 6:30 3 7 10 6:30 — 6:45 4 6 7 17 10 9 25 6:30 — 6:45 6:45 — 7:00 1 14 4 30 5 44 6:45 — 7:00 2 8 7:00 — 7:15 3 8 11 7:00 — 7:15 4 3 7 6 60 11 g 7:15 — 7:30 2 12 14 7:15 — 7:30 0 7:30 — 7:45 2 12 14 26 65 7:30 — 7:45 7:45 — 8:00 1 8 4 17 5 25 7:45 - 8:00 6 13 20 52 8:00 - 8:15 5 18 23 8:00 — 8:15 8:15 — 8:30 3 12 4 16 7 8:15 — 8:30 1 11 6 12 8 8:30 — 8:45 4 7 18 8:30 — 8:45 8:45 — 9:00 2 4 12 9 44 13 56 8:45 — 9:00 2 21 4 31 6 52 9:00 — 9:15 4 11 15 9:00 - 9:15 7 g 3 154 9:15 — 9:30 2 9 11 14 9:15 — 9:30 9:30 — 9:45 1 0 0 0 9:30 — 9:45 5 4 15 9 8 37 12 52 9:45 — 10:00 0 8 1 12 1 20 9:45 — 10:00 10:00 — 10:15 4 7 11 10:00 — 10:15 1 1 2 2 3 3 10:15 — 10:30 2 5 7 10:15 — 10:30 2 2 4 10:30 - 10:45 2 4 6 10:30 - 10:45 0 4 1 7 1 11 10:45 — 11:00 3 11 5 21 8 32 10:45 — 11:00 11:00 — 11:15 3 11 14 11:00 — 11:15 0 0 0 p 0 0 11:15 — 11:30 6 10 16 11:15 - 11:30 0 0 0 11:30 — 11:45 4 10 14 11:30 — 11:45 0 0 0 0 0 0 11:45 — 12:00 7 20 10 41 17 61 11:45 — 12:00 *****A* *`85 227 312 184 362 546 TOTALS 269 589 858 ADT' S ******** ********* LOCATION CODE 12105.006 TRAFFIC DATA SERVICES, INC. AVERAGED VOLUMES FOR — WEDNESDAY 12/4/91 TO THURSDAY 12/5/91 LOCATION — 3RD ST—E/O A ST **** e't"'k'► 'r*r'*'r*"'t'*'r*'t AM EB PM WB TOTAL TIME EB WB TOTAL TIME 3 7 12:00 - 12:15 D 0 p 12:00 — 12:15 4 0 3 12:15 - 12:30 0 0 0 12:15 — 12:30 3 2 5 12.30 — 12:45 0 0 0 12:30 — 12:45 3 5 15 5 10 10 25 12:45 — 1:00 0 0 0 0 0 0 12:45 — 1:00 1:00 - 1:15 0 0 p 1:00 — 1:15 2 1 1 3 1 1:15 — 1:30 0 0 0 1:15 - 1:30 0 1 1 2 1:30 — 1:45 0 0 0 1:30 — 1:45 3 6 3 6 6 12 1:45 — 2:00 0 0 0 0 0 0 1:45 — 2:00 2:00 — 2:15 0 0 0 2:00 — 2:15 3 6 3 3 6 9 2:15 — 2:30 0 0 0 2:15 — 2:30 1 5 2:30 — 2:45 0 0 0 0 0 2:30 — 2:45 2:45 - 3:00 4 0 13 8 15 8 28 2:45 — 3:00 0 0 0 0 3:00 — 3:15 0 0 p 3:00 — 3: 15 9 2 5 11 7 3:15 - 3:30 0 0 0 3:15 — 3:30 2 0 2 3:30 — 3:45 0 0 0 2 2 3:30 — 3:45 3:45 — 4:00 2 6 19 0 7 6 26 3:45 — 4:00 1 1 1 1 4:00 — 4:15 0 0 0 4:00 — 4:15 5 2 4 5 9 7 4:15 — 4:30 0 0 p 4:15 — 4:30 3 11 14 4:30 — 4:45 0 0 0 1 1 4:30 — 4:45 4:45 — 5:00 2 12 10 30 12 42 4:45 — 5:00 0 0 1 1 5:00 — 5:15 D 0 p 5:00 — 5:15 5:15 — 5:30 3 8 5 6 8 4 14 _ 5:15 - 5:30 0 0 0 0 0 5:30 — 5:45 2 2 5:30 — 5:45 0 0 0 0 0 5:45 — 6:00 3 16 2 15 5 31 5:45 — 6:00 0 0 6:00 — 6:15 0 0 p 6:00 — 6:15 4 0 3 0 7 p8 6:15 — 6:30 0 1 1 6:15 — 6:30 5 3 6:30 — 6:45 2 1 3 4 8 6:30 — 6:45 6:45 — 7:00 1 10 4 10 5 20 6:45 — 7:00 2 4 2 4 7:00 — 7:15 2 2 q 7:00 — 7:15 1 0 4 1 5 1 1 7:15 — 7:30 2 0 2 3 7:15 — 7:30 7:30 — 7:45 3 5 7:30 — 7:45 2 8 1 1 4 3 12 7:45 — 8:00 1 5 2 12 3 17 7:45 — 8:00 2 8:00 — 8:15 1 p 1 8:00 — 8:15 0 3 3 2 3 51 8:15 — 8:30 1 1 2 8:15 — 8:30 1 8:30 — 8:45 3 0 3 9 15 8:30 — 8:45 8:45 — 9:00 0 2 5 0 6 2 11 8:45 — 9:00 3 8 6 7 9;00 — 9:15 3 7 10 9:00 — 9:15 2 2 0 p 2 20 9:15 - 9:30 4 1 5 9:15 — 9:30 9:30 — 9:45 D 0 9:30 - 9:45 3 2 0 10 5 7 27 9:45 - 10:00 1 5 0 0 1 5 9:45 - 10:00 7 17 0 0 p 10:00 — 10:15 0 0 0 10:00 - 10:15 9 10:15 — 10:30 0 p 0 10:15 — 10:30 4 5 5 10:30 — 10:45 0 0 0 10:30 — 10:45 5 p 5 0 14 10:45 — 11:00 0 0 1 1 1 1 10:45 — 11:00 0 9 0 3 2 5 11:00 — 11:15 1 0 1 11:00 — 11:15 3 11:15 — 11:30 1 0 1 11:15 — 11:30 1 2 3 11:30 — 11:45 0 p 0 11:30 — 11:45 0 3 12 8 19 11:45 — 12:00 0 2 0 0 * 11:45 — 12:00 3 7 5 54 44 98 108 112 220 TOTALS 162 156 318 ADT'S ******** TRAFFIC DATA SERVICES, INC. LOCATION CODE 12105.005 LOCATION - 3RD ST -W/0 A ST AVERAGED VOLUMES FOR - WEDNESDAY 12/4/91 TO THURSDAY 12/5/91 AM *�r,rtt,kitir!lltir+rde+r*�ienr EB PM WB TOTAL TIME EB WB TOTAL TIME 9 12.00 — 12:15 0 0 0 12:00 — 12:15 6 3 2 12:15 — 12:30 0 0 0 12:15 — 12:30 2 0 9 12:30 — 12:45 0 0 0 12:30 - 12:45 3 5 16 6 2 11 7 27 12:45 — 1:00 0 0 0 0 0 0 12:45 - 1:00 1:00 — 1:15 0 0 0 1:00 — 1:15 0 0 2 0 4 1:15 — 1:30 0 0 0 1:15 — 1:30 2 2 5 1:30 — 1:45 1 0 1 1:30 — 1:45 3 3 7 7 16 1:45 — 2:00 0 1 0 0 0 1 1:45 — 2:00 4 9 2:00 — 2:15 0 0 0 2:00 — 2:15 8 5 4 13 6 2:15 — 2:30 0 0 0 2:15 - 2:30 2 1 6 2:30 — 2:45 0 0 0 0 0 2:30 — 2:45 2:45 — 3:00 5 9 24 4 14 13 38 2:45 — 3:00 0 0 0 0 3:00 — 3:15 0 0 0 3:00 — 3:15 8 2 2 10 6 3:15 - 3:30 0 0 0 3:15 — 3:30 4 2 3:30 — 3:45 0 0 0 3:30 — 3:45 1 7 20 1 1 6 8 26 3:45 - 4:00 1 1 1 1 2 2 3:45 - 4:00 4:00 - 4:15 0 0 0 4:00 - 4:15 6 2 5 8 10 .4:15 4:30 0 0 0 4:15 — 4:30 5 7 16 4:30 — 4:45 0 0 0 0 2 2 4:30 — 4:45 4:45 — 5:00 9 7 27 7 21 14 48 4:45 - 5:00 2 2 0 5:00 — 5:15 0 0 0 5:00 — 5:15 6 6 8 12 18 5:15 — 5:30 0 0 0 5:15 — 5:30 10 3 5 5:30 - 5:45 0 0 0 5:30 — 5:45 2 4 22 2 19 6 41 5:45 — 6:00 0 0 1 1 1 1 5:45 — 6:00 6:00 — 6:15 0 0 0 6:00 — 6:15 4 4 1 8 2 6:15 — 6:30 0 1 1 6:15 — 6:30 1 8 6:30 — 6:45 7 2 9 6:30 — 6:45 4 4 13 4 3 12 7 25 6:45 — 7:00 2 9 3 6 5 15 6:45 - 7:00 7:00 — 7:15 4 1 5 7:00 — 7:15 4 2 1 6 2 7:15 — 7:30 1 1 2 7:15 — 7:30 1 3 6 7:30 — 7:45 4 3 7 7:30 — 7:45 3 0 6 3 17 7:45 — 8:00 5 14 3 8 8 22 7:45 — 8:00 3 11 8:00 — 8:15 1 3 4 8:00 — 8:15 3 3 2 6 9 8:15 — 8:30 1 1 2 8:15 - 8:30 7 0 2 8:30 - 8:45 5 1 6 8:30 — 8:45 2 0 12 2 7 2 19 8:45 — 9:00 3 10 5 10 8 20 8:45 — 9:00 9:DO — 9:15 7 7 14 9:00 - 9:15 2 0 0 2 1 9:15 - 9:30 2 1 3 9:15 - 9:30 1 0 2 9:30 - 9:45 5 3 8 9:30 - 9:45 2 0 5 0 0 0 5 9:45 - 10:00 4 18 2 13 6 31 9:45 - 10:00 10:00 - 10:15 3 2 5 10:00 - 10:15 2 0 0 2 1 10:15 - 10:30 2 2 4 10:15 - 10:30 1 0 10:30 - 10:45 4 1 5 10:30 - 10:45 0 0 1 1 2 5 10:45 - 11:00 0 9 1 6 1 15 10:45 - 11:00 1 4 11:00 - 11:15 1 3 4 11:00 - 11:15 0 0 0 0 0 11:15 - 11:30 4 1 5 11:15 - 11:30 0 0 0 11:30 - 11:45 0 1 1 11:30 - 11:45 0 0 0 0 0 11!45 - 12:00 2 7 7 12 9 19 11:45 - 12:00 0 0 163 104 267 TOTALS 71 57 128 234 161 395 AOT'S TRAFFIC DATA SERVICES. INC. LOCATION CODE 12105.007 LOCATION - A ST-S/O 3RD ST AVERAGED VOLUMES FOR - WEDNESDAY 12/4/91 TO THURSDAY 12/5/91 ***k**** AM ,r+r+r a PM *** TIME NB SB TOTAL TIME NB SB TOTAL 12:00 - 12:15 0 0 0 12:00 - 12:15 3 6 9 12:15 - 12:30 0 0 0 12:15 - 12:30 6 6 12 12:30 - 12:45 0 0 0 12:30 - 12:45 3 4 7 12:45 - 1:00 0 0 0 0 0 0 12:45 - 1:00 0 12 4 20 4 32 1:00 - 1:15 0 0 0 1:00 - 1:15 1 5 6 1:15 - 1:30 0 0 0 1:15 - 1:30 0 6 6 1:30 - 1:45 1 0 1 1:30 - 1:45 4 2 6 1:45 - 2:00 1 2 1 1 2 3 1:45 - 2:00 1 6 5 18 6 24 2:00 - 2:15 0 0 0 2:00 - 2:15 7 7 14 2:15 - 2:30 0 0 0 2:15 - 2:30 4 8 12 2:30 - 2:45 0 0 0 2:30 - 2:45 5 10 15 2:45 - 3:00 0 0 0 0 0 0 2:45 - 3:00 5 21 6 31 11 52 3:00 - 3:15 0 0 0 3:00 - 3:15 3 3 6 3:15 - 3:30 0 0 0 3:15 - 3:30 2 3 5 3:30 - 3:45 0 0 0 3:30 - 3:45 4 4 8 3:45 - 4:00 0 0 1 1 1 1 3:45 - 4:00 5 14 5 15 10 29 4:00 - 4:16 0 1 1 4:00 - 4:15 11 6 17 4:15 - 4:30 0 0 0 4:15 - 4:30 6 2 8 4:30 - 4:45 0 1 1 4:30 - 4:45 4 9 13 4:45 - 5:00 0 0 2 4 2 4 4:45 - 5:00 7 28 5 22 12 50 5:00 - 5:15 0 1 1 5:00 - 5:15 1 10 11 - 5:15 - 5:30 0 1 1 5:15 - 5:30 4 5 9 5:30 - 5:45 0 0 0 5:30 - 5:45 6 8 14 5:45 - 6:00 0 0 1 3 1 3 5:45 - 6:00 4 15 3 26 7 41 6:00 - 6:15 2 1 3 6:00 - 6:15 4 0 4 6:15 - 6:30 0 3 3 6:15 - 6:30 4 6 10 6:30 - 6:45 1 4 5 6:30 - 6:45 2 4 6 6:45 - 7:00 1 4 11 19 12 23 6:45 - 7:00 2 12 4 14 6 26 7:00 - 7:15 0 5 5 7:00 - 7:15 1 4 5 7:15 - 7:30 3 9 12 7:15 - 7:30 2 3 5 7:30 - 7:45 1 12 13 7:30 - 7:45 1 0 1 7:45 - 8:00 5 9 13 39 18 48 7:45 - 8:00 1 5 3 10 4 15 8:00 - 8:15 3 12 15 8:00 - 8:15 2 1 3 8:15 - 8:30 3 11 14 8:15 - 8:30 3 6 9 8:30 - 8:45 2 5 7 8:30 - 8:45 3 1 4 8:45 -. 9:00 2 10 5 33 7 43 8:45 - 9:00 3 11 1 9 4 20 -9:00 - 9:15 0 5 5 9:00 - 9:15 2 2 4 9:15 - 9:30 0 7 7 9:15 - 9:30 1 2 3 9:30 - 9:45 1 7 8 9:30 - 9:45 0 1 1 9:45 - 10:00 5 6 2 21 7 27 9:45 - 10:00 0 3 1 6 1 9 10:00 - 10:15 3 4 7 10:00 - 10:15 0 1 1 10:15 - 10:30 0 4 4 10:15 - 10:30 1 1 2 10:30 - 10:45 4 0 4 10:30 - 10:45 1 0 1 10:45 - 11:00 2 9 2 10 4 19 10:45 - 11:00 0 2 1 3 1 5 11:00 - 11:15 4 1 5 11:00 - 11:15 0 0 0 11:15 - 11:30 2 4 6 11:15 - 11:30 1 0 1 11:30 - 11:45 3 6 9 11:30 - 11:45 0 0 0 11:45 - 12:00 6 15 2 13 8 28 11:45 - 12:00 0 1 0 0 0 1 TOTALS 55 144 199 130 174 304 ADT'S 185 318 503 Traffic Manual SIGNS 4-37 3-1987 POLICY R1 Stop Signs and Yield Signs • Stop Signs The STOP sign (R1) shall be used where traffic ,Go Is required to stop except at signalized intersections. — The STOP sign shall be an octagon with white mee- Standani 30" sage and border on a red. background. The standard size shall be 30 x 30 inches. Where greater emphasis or visibility is required, a larger size is recommended. On local streets and secondary roads with low ap- proach speeds and low volume, a 24 x 24 inch size may be used. ' R1-3 At a multiway stop intersection, a supplemental plate (R1-3 or R1-4) should be mounted just below each STOP sign. Standard 12" x g„ R1-4 The numeral on the supplementary plate shall corres- pond to the number of approach legs, or the legend EMEM ALL -WAY (R1-4) may be used. The plate shall have white letters on a red background. Standard 18" x e•1 A red flashing beacon or beacons may be used in conjunction with a STOP sign. See Section 9-08 (Flashng Beacons). Secondary messages shall not be used on STOP sign faces. • Warrants for STOP Signs Because the STOP sign causes a substantial incon- venience to motorists, it should be used -only where warranted. A STOP sign may be warranted at an inter- section where one or more of the following con- ditions exist: 1. On the less important road at its intersection with a main road where application of the normal right of way rule is unduly hazardous as evidenced by accidents susceptible to correction by STOP signs. 2. On a county road or city street at its intersection with a state highway. 3. At the intersection of two main highways. The highway traffic to be stopped depends on ap- proach speeds, volumes, and turning movements. 4. On a street entering a legally established through highway or street. 5. On a minor street where the safe approach speed to the intersection is less than 10 miles per hour. 6. At an unsignalized intersection in a signal- ized area. 7. At other intersections where a combination of high speed, restricted view, and accident record indi- cates a need for control by the STOP sign. 4-38 SIGNS Traffic Manual 3-1987 POLICY A STOP sign is not a "cure-all" and is not a substitute for other traffic control devices. Many times the need for a STOP sign can be eliminated if the sight distance Is increased by remoVing the obstructions. STOP signs shall not be erected at any ertrance to an Intersection when such entrance is controlled by an official traffic control signal, nor at any railroad grade crossing which is controlled by automatic signals, gates, or other train -actuated control devices except as provided in CVC 21355, Stop Signs. The conflicting commands of two types of control devices are con- fusing. If traffic is required to stop when the operation of the stop -and -go signals is not warranted, the signals should be put on flashing operation with the red flashing light facing the traffic that must stop. Where two main highways Intersect, the STOP sign or signs should normally be posted on the minor street to stop the lesser flow of traffic. Traffic engineering studies, however, may justify a decision to install a STOP sign or signs on the major street, as at a three-way intersection where safety considerations may justify stopping the greater flow of traffic to permit'a left -turning movement. STOP signs should not be installed Indiscriminately at all unprotected railroad crossings. The allowance of STOP signs at all such crossings would eventually breed contempt for both law enforcement, and obedience to the sign's command to stop. STOP signs may only be used at selected rail/highway grade crossings after their need has been determined by a traffic engineering study. Such study should consider approach speeds, sight distance restrictions, volumes, accident records, etc. This application of STOP signs should be an interim use period during which plans for lights, gates or other means of control are being prepared. Portable or part-time STOP signs shall not be used except for emergency purposes. Also, STOP signs should not be used for speed control. • Multiway STOP signs The "Multiway Stop" installation may be useful at some locations. it should ordinarily be used only where the volume of traffic on the intersecting roads is approx- imately equal. A traffic control signal is more satisfactory for an intersection with a heavy volume of traffic. Traffic Manual SIGNS 4-39 3-1987 POLICY Any of the following conditions may warrant a multi - way STOP sign installation: 1. Where traffic signals are warranted and urgently needed, the muitiway stop may be an interim measure that can be installed quickly to control traffic while arrangements are being made for the signal installations. 2. An accident problem, as indicated by five or more reported accidents within a 12 month period of a type susceptible to correction by a multiway stop installation. Such accidents include right - and left -turn collisions as well as right-angle collisions. 3. Minimum traffic volumes (a) The total vehicular volume entering the Inter- section from all approaches must average at least 500 vehicles per hour for any 8 hours of an average day, and (b) The combined vehicular and pedestrian volume from the minor street or highway must average at least 200 units per hour for the same 8 hours, with an average delay to minor street vehicular traffic of at least 30 seconds per vehicle during the maximum hour, but (c) When the 85 -percentile approach speed of the major street traffic exceeds 40 miles per hour, the minimum vehicular volume warrant Is 70 percent of the above requirements.