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HomeMy WebLinkAbout3. Public Works Issues iL ;;. 'e . ,j, < f' CITY OF SHAKOPEE Memorandum TO: Mayor & City Council Mark McNeill, City Administrator FROM: Bruce Loney, Public Works Director SUBJECT: Public Works Workshop Items DATE: November 10, 2009 INTRODUCTION: The Public Works Department would like to inform the Council of three items that staff is working on and receive Council direction or comments. BACKGROUND: The Public Works Department has been working on the following items: 1. Quarry Lake Pedestrian Bridge and Regional Trail connection. 2. Existing all-way stop intersection studies 3. Inspection of sewer service lines in areas where Cured-in-Place Pipe (CIPP) lining has been done for sewer mains. Staff has additional information to share with the Council on each item and would like to discuss alternatives and possible recommendations on moving forward. I Quarry Lake Pedestrian Bridge and Regional Trail Connection I For this item, staffhas attached the following: . 2030 Scott Scott County Regional and County Trail System Map. . 2013 CIP sheet on Quarry Lake Pedestrian Bridge. . Proposed alternative trail system connection map without Quarry Lake Pedestrian Bridge. Recently, the City was informed on the rankings for Federal Funding SAFE-TEA-LU Surface Transportation Program on the Quarry Lake Pedestrian Bridge over T.R. 169. The ranking was low for this project and unlikely to receive any funding. Staff is reconsidering if this bridge is necessary to make the regional trail connection from C.R. 21 to C.R. 101. ) . . ... L ., A map has been attached to show potential other alternatives. Staff will be working with County staff on review of other alternatives and the viability of options. Discussion for Council is whether staff should look at other alternatives due to the difficulty in obtaining Federal funds for this proj ect. I Review of Existing All-Way Stop Intersection Studies I Over the summer, staff has performed several studies of selected all-way stop intersections as previously directed by Council. Attached for Council information are the following items: 1. Existing 4-way stop intersection map. 2. 4-way stop sign analysis of intersections studied. 3. All-way stop intersection study results and recommendations from September 3, 2009 Traffic Safety Review Committee (TSRC). 4. Example of economics of multi-way stop sign. 5. Research article on multi-way stop intersections. From the existing all-way intersection map, eleven intersections were selected for study on whether the existing all-way stops were still necessary. The studies were reviewed by the TSRC and preliminary recommendations given for those eleven intersections. Staff has found existing studies on the cost of stopping and showing an example of the cost of stopping to the motoring public. Staff would like to discuss the information with Council and see if there is interest to continue further study and possible changes to some of these intersections. I Inspection of Existing Sewer Services in Areas where the Sewer Main has been Lined. I Staff has completed four CIPP lining projects of sewer mains the past few years. A total of 27,856 feet of sewer main has been done. The sewer main life has been extended by 50 years and expensive street reconstruction has been avoided in replacing the main. Other benefits are the reduction of inflow and infiltration and elimination oftree roots in sewer main joints. In the areas of lined sewer main, there are 515 services and it is estimated that the ages are from 32 to 44 years. Staff has noticed significant tree roots in some services by the main, however, cannot see a detailed inspection of the service pipe. 1 . 1 t . ,: Staff is reviewing options with sewer televising companies on sewer service televising. It is now possible to televise the service from the main to determine the pipe type (pVC, cast iron, clay or orangeburg), conditions, tree roots, III and service connection at the main. Another option is to televise the service from the house to the main and involves permission from the property owners. Staff is considering this to determine if there are service lines that should be fixed and how many. Options in repair can now be lining of the service pipe and avoid excavating the street area. Staff will notify the property owners that their sewer main has been lined and they are responsible for the sewer service from their house to the main. If an inspection of services were to be done for 515 services at approximately $150.00 each, the cost would be $77,250.00. Staff would like to discuss this program with Council, and if an inspection program is done, it could be paid out of the Sanitary Sewer Fund. Staff could also assist in managing a sewer lining project for residents if inspection detects enough services to be repaired. The purpose of this item is to inform the Council of three areas in which staff is working on and to ask for feedback or comments on the direction of each item. ~~ Public Works Director ENGR/2009-PROJECTSI-2009-COUNCILIWORKSHOP-ITEMS-II-IO-09 City of Shakopee Capital Improvement Program 2010-2014 Project Manager: Project Type: Project Title: Total Project Cost: Bruce Loney Street Construction T.H. 169 Pedestrian Bridge $2,300,000 A. Ex enditure Items: 2010 2011 2012 2013 2014 Land & ROW Construction 2,000,000 Improvements En ineerin IAdmin. 300,000 Total - - - 2,300,000 - B. Fundin Source: General Fund Capital Improvement Fund 700,000 Park Reserve Fund Grants (specify) 1,600,000 Donations (specify) State Aid Assessments Sanitary Sewer Fund-Base Sanitary Sewer Fund-Trunk Storm Drainage Fund-Base Storm Drainage Fund-Trunk Tax Le Total - - - 2,300,000 - I Description: An additional pedestrian bridge east of C.R. 83 over T.H. 169 along PLSLWD ~ channel is needed to complete trail connections. Project is to build a new pedestrian bridge utilizing Federal Aid Highway Funds. Justification: For pedestrians or bicyclists to cross T.H. 169. Other Comments: Coordination meetings are needed with Mn/DOT and Scott County for this project to obtain funding a project is dependent upon receiving Federal funds. " . ODeratina Costs: ... . 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":r, ~ '/.,':"'''J:':1i ^. ...~~~::\' ~:?!i"';;',,,,-j'",~~,,,,,,>::",,~ ~".~J'&,t;",...,lt-.o. -~"~<-~~.w.~':'.~,r ,*_'~.;tr....~"'"",,,,,,.~._" ....j ~lw_~~I.':,_~~~.",,~~;$:. :J..~ Yv"".;~~.'fo.!;';l."~i "~"'...,'J:' ,'1."'- .'~r_,.~I.~..H:'b"'~;.n,.;t_,.lIl..~"'-;;oI~~.~'''~~'''",'''''..q;". rw:Jo;;r"""'4:"""...~~"",,....,.~"e,;.~~~ .,}.I~ 1;,," ~p~ .,~_ 'l,f:!r.-G;,",l..~,,"i~...-,,~t, ....-,.~~"""".~t....+.i ,j~.l..O..r~ '" ~,,~ Connect to SW Study Connection to Scott County Regional Hennepi~LRT(S,outh) Sout~Henne~in Regional Trail Regional Trail and County Trail System 0'. ~"'Fonnectt?D~kota I ...ICounty Big Rivers I -Q _J"r- Regional Trail L d Study Connection r""'. - 13 -.-- egen , e I Carver County ... ,_, I (83'1 Regional Trail Corridor Search Area* Shako.J ' '- _Proposed Trail Corridor Search Area (will seek regional status) Connect to I - .. Connect to Dakota @I!IICounty Trail Corridor** (unincorporated area) Carver County -" #-{S (J I County ?outh U~ban ~S T 'I C 'd North/South I f".J' I Regional Trail ~ tate ral om or Regional Trail U I .. State Gra~t-In-Aid Sno~mobile Trails (2007 route) ~Search Area o SnowmobIle Park and Rides MN R' /... -':=B-'-;-I--f"'f".~~. ~ ''''. .CR~~. ' Iver' u ~~'1..~avmes L','.'. _ _ D Regional Park RegiOli~~~JArea O Regional Park Search Area (~'!..IiY.E;!fg~u-l1!YJ . '" Connect to - U.S. & State Highway Dakota County - County Highway (paved) E~st/West , Regional Trail =-=- County Highway (gravel) Search Area -+- Railroad o Trail River Crossing *As identified in the Metropolitan Council 2030 Regional Parks Policy Plan. A master plan has been Study Connection approved for the Scott County West Regional Trail. to Dakota County **AII County roadways within urban areas ar.e vi:'" designated as County Trail Corridors, /f::=~ ":"'" ? ,,~;). ,.-.. ".-9' 'f 6 ) DlI '-~ , , ... Connect to Ney , j"~2 '" -- --" l ! Nature Center .-J l7 ~I____---/ _ \ .- I \ I I Study Connection Study Connection Study Connection Study Connection to Le Sueur County to Le Sueur County to Le Sueur County to Rice County scon COUNTY COMMUNllY DEVELOPMENT DIVISION PLAN====:::::- This.m~p is neither a leg~ny recorded document nor a survey _~---;"... 2030 and IS Intended for planning purposes only. DelineatIons may ---r&l " Parks Departmant 001 be e>act, J, ~ . '. tl 200 Fourth Avenue West Shal<opee Minnesota 55379-1220 -= .....~n~... Pt.epared by: Scott County Planning Department CO' " ~'ICl,",,,,, {\ ">>.x 1. "",~....., ~~...... ""~""1"" r:-~ ,""_"',.. .,,..,,.. "'A'h.(" \~,_..... ,~.I'<'. IllC'/rlJ..1 - - ~ - - - - - .- ~ -, , -- EDEN PRAIRIE - .- - - - EDEN PRAIRIE . , . , ELL 'E L4J,'E i. ~... . EDEN PRAIRIE ItQP, ~ " , , ~ 4,600 I i 2,300 I i 0 r-=,~I, I tz..1 4.. Way Stops Shakopee ~ ~~ei. _}': ; :,i.-;,~ ' ". ;.<J',;:, " SHAK.2~,~ C~itlNrrY ,I . - . t . 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(\j ~ 615 613 6 TH A VENUE T ~ 1220 ~965 2400 ADT 1940 AD T 1180 ~ 975~ . 373 t-: 400 h V) ~ T~ ~ ~ ~ 'C )( ~ J SHAKOPEE MINNESOTA , ~~ APGAR ST. & 6TH A VENUE I DATE: JUNE 2009 DRAWING No. 4-WAY STOP COUNTS BY: DAN THE MAN E CXUlENIY1'IDllID_ AVERAGE DAILY TRAFFIC SHAKOPEE ENGINEERING DEPARTMENT . .'1, l Y . i ,. . . ~ ~ SHAKOPEE SHAKOPEE COMMUNllY PRIDE SINCE 1857 COMMUNllY PRIDESlNCE 1857 4-Way Stop Sign Analysis 10th Avenue & Dakota Street @ _ ,. S;""! '-'-'-'1' \ ~'i'""7, -~.'" ~~)= ',:T,'s:r _,., r"'l ,'- ~.w,~; -:" " L' I ' . '--t.: ,v, -' ',. i I . b h '., ' _..'':1 ,! i . < :.i:...; r.,.,;; '1 " J) :[;;~j'~~1 ' ," ./ ,;,'. ~'. i /' , : I ! i J: J I '"" t...:..,,~ .' "'<..'J; .' rl i.'! l f.. ,. ~" I .- /' . _t . 'i I' ~.~~ .r.,.~-..'l1 -,~".~ .. . It, " '-' :. . .l ~'_." ."--' '._L -.l-~HA PE -Pit-=. 11--- -- . h. ,', .,:,~ . 1. I' H. 'j . . ~ '" .'b" . ~ -~- ----'.! :-,...- - y ~-'~ ~ ~_:- - - . .' ..~'.'-." ... . 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ADAMS ST. & 6TH A VENUE DATE: JUNE 2009 DRAWING No. 2-WAY STOP COUNTS BY: DAN THE MAN I ~- AVERAGE DAILY TRAFFIC SHAKOPEE ENGINEERING DEPARThlEi'IT ALL-WAY STOP INTERSECTIONS STUDY RESULTS AND RECOMMENDATIONS FROM SEPTEMBER 3~ 2009 Intersecti'on STUDY COMMENTS AND RECOMMENDATIONS 1. Sommerville Street & 2nd Avenue Study Results indicate that an all way stop is not warranted and recommend removal of stop signs on Sommerville Street. 2. Spencer Street & 2nd Avenue Study Results indicate that an all way stop is not warranted and recommend removal of stop signs on Spencer Street. 3. Lewis Street & Sth Avenue Committee recommends further traffic and pedestrian counts during school day. 4. Sommerville Street & Sth Avenue Committee recommends further traffic and pedestrian counts during school day. S. Lewis Street & 6th Avenue Study Results indicate that the four legs have equal amount of traffic. Committee recommends leaving as is. 6. Spencer Street & 6th Avenue Committee recommends further traffic and pedestrian counts during school day. There is a sight distance issue on the west leg of 6th A venue with Spencer St. 7. Apgar Street & 6th Avenue Study Results indicate traffic consistent with State Aid counts. Further study would be needed to see if all way stop condition is justified. 8. 10th Avenue & Dakota Street Study Results indicate that the all-way stop could be moved further west with crosswalks restripe. Recommend discussions with School District and further study if warrants for 3-way stop condition are met per policy. 9. 11th Avenue & Merrifield Street Study results indicate that an all way stops is not warranted. . ... . . ~ . 10. 12th Avenue & Harrison Street Study Results indicate that the stop signs on 12th Avenue are not warranted. 11. Apgar Street & 10th A venue Street Study Results indicate that stop signs on 10th A venue should be removed. Additional Study Results 1. 3rd Avenue & Dakota Street Study Results indicate the signage should remain as is. If any stop signs to be placed, they should be placed on Dakota Street. 2. 6th Avenue & Adams Street Study Results indicate further study and analysis is needed to determine if 4-way stop signs are justified. Intersection has skewed angles of legs and different street widths. H:\2009 ENGINEERING PROJECTS\SAFETY COMMITfEEIALL-WAY STOP INTERSECTIONS STUDY RESULTS,DOCX ,. \ . - .. ,. . *' . \ M "- . ., Examples of Economics of Multi-Way Stop Signs AOI!ar Street and 1 rJh A venue 1. Average traffic on 10th Avenue - 2,972 ADT Average traffic on Apgar Street - 557 ADT 2. Fuel Only 202/Stop $2.60/128 x 2 = $0.0406/Stop 3. Use Conservative Value of Stop (2009) - $.04 4. Cost of Stopping 2972 Vehicles (10th Avenue) x $.04 = $118.88/Day 365 DayslYear x $118.88 = $43,391.20/Year This is an example of one intersection. ENGR/2009PROJECTSJSAFETY-COMMITTEE/COST-MULTI-W AY-STOP-SIGNS ( I " ... Mhlti-way Stops - The Research Shows the MUTCD is Correct Page 1 of 11 . , Multi-way Stops - The Research Shows the MUTCD is Correct! W. Martin Bretherton Jr., P.E.(M) \ Abstract This paper reviewed over 70 technical papers covering all-way stops (or multi-way stops) and their success and failure as traffic control devices in residential areas. This study is the most comprehensive found on multi-way stop signs The study looked at how multi-way stop signs have been used as traffic calming measures to control speed. There have been 23 hypotheses studied using multi-way stop as speed control. The research found an additional 9 hypotheses studied showing the effect multi way stops have on other traffic engineering problems. The researchfound that, overwhelmingly, multi-way stop signs do NOT control speed except under very limited conditions. The research shows that the concerns about unwarranted stop signs are well founded. Introduction 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 unwarranted stop signs. These problems include concerns like liability issues, traffic noise, automobile pollution, traffic enforcement and driver behavior. This paper is a result of searching over 70 technical papers about muiti-way stop signs. The study concentrated on their use as traffic calming devices and their relative effectiveness in controlling speeds in residential neighborhoods. The references found 23 hypotheses on their relative effectiveness as traffic calming devices. One study analyzed the economic cost of installing a multi-way stop at an intersection. The reference search also found 9 hypotheses about traffic operations on residential streets. The literature search found 85 papers on the subject of multi-way stops. There are probably many more references available on this very popular subject. The seventy-one references are shown in Appendix A. There was a problem fmding the 14 papers found in literature searches. The 14 papers are listed in Appendix B for information only. Most of the papers were from old sources and are probably out of print. Multi-Way Stop Si~ns as Speed Control Devices A summary ofthe articles found the following information about the effectiveness of multi-way stop http://www.trovmi.gov/TrafficEn!!ineerin!!/Multiwav .htm ?/i/?()()Q .., ~ (( 4- ~ . Page 2 of 11 Multi-way Stops - The Research Shows the MUTCD IS Correct . . signs and other solutions to controlling speeds in residential neighborhoods. 1. Multi-way stops do not control speeds. Twenty-two papers were cited for these findings. (Reference 1, 2,7,8,10,12,13,14,15,16,17,19,20,39,45,46,51,55,62, 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 street. Nineteen references found this to be their finding. (Reference 7,8,10, 12, 13, 14, 15, 17, 19, 20, 39,45,46,51, 55, 61,62,63 and 64 ). 3. Before-After studies show multi-way stop signs do not reduce speeds on residential streets. Nineteen references found this to be their fmding. (Reference 19 (1 study), 55 (5 studies), 60 (8 studies) and 64(5 studies)). 4. Unwarranted multi-way stops increased speed some distance from intersections. The studies hypothesizing that motorists are making up the time they lost at the "unnecessary" stop sign. Fifteen references found this to be their fmding.( Reference 1,2,7,8, 10, 13, 14, 17, 19,20,39,45,46,51,55,70 and 71). . 5. Multi-way stop signs have high operating costs based on vehicle operating costs, vehicular travel times, fuel consumption and increased vehicle emissions. Fifteen references found this to be their fmding. (Reference 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 seems that pedestrians expect vehicles to stop at the stop signs but many vehicles have gotten in the habit of running the "unnecessary" stop sign. Thirteen references found this to be their finding. (References 7, 8, 10, 13, 14, 15, 17, 19,20,45, 51, 55 and 63). 7. Citizens feel "safer" in communities "positively controlled" by stop 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 'calmed' street. Seven references found this to be their fmding. (Reference 6,14, 18, 20, 51, 58 and 66). Hypothesis twelve (below) lists five references that dispute the results of these studies. 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. Unwarranted multi-way stops may present potential liability problems for undocumented exceptions to accepted warrants. Local jurisdictions feel they may be incurring higher liability exposure by 'violating' the MUTeD. 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 signs increase noise in the vicinity of an intersection. The noise is created by the vehicle braking noise at the intersection and the cars accelerating up to speed. The noise is created by the engine exhaust, brake, tire and aerodynamic noises. Cited by five references. (Reference 14, 17,20,45, 55). 11. Cost of installing multi-way stops are low but enforcement costs are prohibitive. many communities do not have the resources to effectively enforce compliance with the stop signs. Five references found this to be their fmding. (Reference 1, 10,45,51,55). hftn. IIWVJW trnvm i onv IT r~ff1 (',En O'in f':f':rin 0' 1M lllti WI'IV _ 11tm 2n/2009 ". · t A .. , -<; Multi-way Stops - The Research Shows the MUTCD is Correct Page 3 of 11 . 12. Stop signs do not significantly change safety of intersection. Stop signs are installed with the hope they will make the intersection and neighborhood safer. Cited by five references. (Reference 55, 60, 61, 62, 63). 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 improved compliance at justified stop signs. Cited by three references. (Reference 8,10,12). 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 signs are unwarranted based on volume and may 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 homeowners realize the importance of installing 'needed' stop signs. Cited by two references. (References 56, 57 ). 16. Multi-way stops can reduce cut-through traffic volume if many intersections along the road are controlled by stop signs. If enough stop signs are installed on a residential or collector street motorists may go another way because of the inconvenience of having to start and stop at so many intersections. This includes the many drivers that will not stop but slowly 'cruise' through the stop signs. This driving behavior has been nicknamed the 'California cruise'. Cited by two references. (Reference 14, 61). 17. Placement of unwarranted stop signs in violation of Georgia State Law 32-6-50 (a) (b) (c). This study was conducted using Georgia law. Georgia law requires local governments to install all traffic controls devices in accordance with the MUTCD. This is probably similar to traffic signing laws in other states. Cited by two references. (Reference 19, 62). 18. Special police enforcement of multi-way stop signs has limited effectiveness. This has been called the 'hallo' effect. Drivers will obey the 'unreasonable' laws as long as a policemen is visible. Cited by two references. (Reference 39, 46). 19. District judge orders removal of stop signs not installed in compliance with city ordinance. Judges have ordered the removal of 'unnecessary' stop signs. The problem begins when the traffic engineer and/or elected officials are asked to consider their intersection a 'special case'. This creates a precedent and results in a proliferation of 'special case' all-way stop signs. Cited by two references. (Reference 59, 62). 20. Some jurisdictions have created warrants for multi-way stops that are easier to meet than MUTCD. The jurisdiction 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 stop 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. (Reference 55). 22. Removal of multi-way stop signs does not change speeds but they are slightly lower without the stop signs. This study findings support the drivers behavior referenced in item #4, speed increases when unwarranted stop signs are installed. Speed decreases when the stop signs were removed! Cited by one reference. (Reference 64). 'httn'//UTUTUT tr/"\v,.,.,; (T/"\v/Tr!'lff'i,..."Pnrr;nppr;n(T/1\A'nlthxmv 'htm 'i /1 f") ()()Q ~... Ii.", ,... MultJ-way Stops - The Research Shows the :MUTCD is Correct Page 4 of 11 ~ 23. Multi-way 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 68). Speed Control Issues 24. There area many ways to "calm" traffic. Cited by twenty-two references. (Reference 1, 14,20, 32,33,34, 35,36,37,38,40,41,42,44,45,46,47,48,50,51, 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) One Way Streets (e) Neighborhood Speed Watch G) Street Narrowing 25. Other possible solutions to residential speed. Most speeding is by residents - Neighborhood Speed Watch Programs may work. This program works by using the principle of 'peer' pressure. Cited by seven references. (Reference 2, 30, 31, 36, 42, 48 and 53). 26. Reduced speed limits are not effective at slowing traffic. Motorists do not drive by the number on the signs, they travel a safe speed based on the geometrics of the roadway. Cited by five references. (Reference 1,20, 39,46 and 69). 27. Local streets should be designed to discourage excessive speeds. The most effective way to slow down traffic on residential streets.is to design them for slow speeds. Cited by two references. (Reference 43,52). 28. Speeding on residential streets is a seasonal problem. This is a myth. The problem of speeding is not seasonal, it's just that homeowners only see the problem in 'pleasant' weather. That's the time they spend in there front yard or walking 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 that most of the drivers feel safest driving. This speed creates the lowest variance and the safest road. Cited by one reference. (Reference 47). 30. The accident involvement 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). 31. Psycho-perceptive transverse pavement 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). 32. The safest residential streets would be short (0.20 miles) non-continuous streets that are 26 to 30 feet 1 " /I ,...,., N" .,.., I' K 11- " 1"'10/'" '/""II^^^ ~~. !i,t i/f. , Multi-way Stops - The Research Shows the MUTCD is Correct Page 5 of 11 .. from curb to curb width, The short streets make it difficult of drivers to get up to speed. Cited by one reference. (Reference 52). ~-- Studies have found that installing unwarranted stop signs increases operating costs for the traveling public. The operating costs 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 costs are as follows (Reference 55): ~?90) $ 111,737/year ~~ts (1990) $ 88,556 /year Enforcement Costs (1990) $ 837/year Cost of Fines (19 per year) $ 1,045/year Cost of 2 stop signs (1990) $ 280 Costs of increased insurance (1990) $7 .606/year Total (1990) $210,061/year/intersection The cost to install two stops signs is $280. The cost to the traveling public is $210,061 (1990) per year in operating costs. This cost is based on about 8,000 vehicles entering the intersection per day. Another study (62) found that the average annual road user cost increased by $2,402.92 (1988 cost) per intersection when converting from two to four way stop signs for low volume intersections. Summary of Stop Signs as Speed Control Devices 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 signs. The Chicago study (6) was the only research paper that showed factual support for "unwarranted" multi-way stop signs. They were found to be effective at reducing accidents at intersections that have sight distance problems and on-street parking. It is interesting to note that residential speeding problems and multi-way stop sign requests date back to 1930 (63). The profession still has not "solved" this perception problem. t......._.II..~.~.. +_~..~: ~~..I'T'_".{:'+." D_~:_""..:_~11I. A'..1+:...0.. t.......... ,.., '''I ,,.., (\f\f\ <t-- 'I!' ."". Multi-way Stops - The Research Shows the MUTCD is Correct Page 6 of 11 ,.. ) Summary of Economic Analysis Benefits to control speeds by installing multi-way stop signs are perceived rather than actual and the costs for the driving public are far greater than any benefits derived from the installation of the multi- way stop signs. W. Martin Bretherton Jr., P.E. Chief Engineer, Traffic Studies Section Gwinnett County Department of Transportation 75 Langley Drive Lawrenceville, Georgia 30045 770-822-7412 brethema@co.gwinnett.ga.us Appendix A References used in Research of Multi-Way Stop Signs 1. Gerald L. Ullman, "Neighborhood Speed Control- U.S. Practices", ITE Compendium of Technical Papers, 1996, pages 111- 115. 2. Richard F. Beaubein, "Controlling Speeds on Residential Streets", lTE Journal, April 1989, pages 37- 39. 3. "4 Way Stop Signs Cut Accident Rate 58% at Rural Intersections", ITE Journal, November 1984, pages 23-24. 4. Michael Kyte & Joseph Marek, IlCollecting Traffic Data at All-Way Stop Controlled Intersectionsn, ITE Journal, April 1989, pages 33-36. 5. Chan, Flynn & Stocker, "Volume Delay Relationship at Four Way Stop Controlled Intersections: A Response Surface Model", ITE Journal, March 1989, pages 27-34. 6. La Plante and Kripidlowkdki, "Stop Sign Warrants: Time for Change'\ ITE Journal, October 1992, pages 25-29. 7. 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