HomeMy WebLinkAboutTraffic Control Device - New Installation - (1) Stop Sign - Armstrong Dr. and Slater Dr_BOARD OF PUBLIC WORKS
Request for Approval of
Traffic Control Device(s)
Board of Public Works Meeting Date: 4/25/23 Traffic Request Number: TR22--043
I hereby submit the following installation or change of traffic control devices for review:
New Installation
Stop Sign
Yield Sign
Speed Limit, ___mph
Other, List
Removal
Stop Sign
Yield Sign
Speed Limit, ___mph
Other, List
Revision
Stop Sign
Yield Sign
Speed Limit, ___mph
Other, List
One (1) Stop Sign at the intersection of
Armstrong Dr and Slater Dr
Location(s): Intersection of Armstrong Dr and Slater Dr
This has been submitted:
In response to request by a citizen/ neighbor/ passerby:
In response to contracted reconstruction or improvements
In response to developer-provided reconstruction or improvement
In response to an internally-generated concern from
Remarks:Since Slater Dr connecting to Armstrong Dr is a local road connection to a minor arterial, application of
a STOP sign at this intersection is recommended per the guidance memo below.
Submitted & Proposed by: Recommend Approval/Denial:
Prepared by: Daniel Sexton
Project Engineer
Date: 4/18/23
Kara M. Boyles, PhD, PE
City Engineer
Date: 4/26/2023
Distribution:
Bureau of Traffic and Lighting
South Bend Police Department Traffic Division
April 25, 2023
City of South Bend Daniel Sexton
Department of Public Works Project Engineer
Division of Engineering 4/4/23
TR22-043
ARMSTRONG AND SLATER
TR22-043
N ARMSTRONG DR LEGEND
= STOP SIGN
= STOP BAR
30 in. 30 in.
Information logged in Traffic Service Requests SmartSheet ®? ___Yes ___No
Assigned Traffic Service Request Number: TR _____-________
Thank you for submitting a traffic concern to the Engineering Office. Your request will be reviewed by our team and may
require further investigation, including traffic counts and speed studies. This can take several weeks so please know that
we are working to address your concern.
For Office Use Only
Email completed form to trafficrequest@southbendin.gov
CITY OF SOUTH BEND
DEPARTMENT OF PUBLIC WORKS
DIVISION OF ENGINEERING
TELEPHONE:
LOCATION OF ISSUE:
TRAFFIC CONCERN FORM
DATE:
NAME:
ADDRESS:
EMAIL:
TYPE OF ISSUE:
DESCRIPTION OF ISSUE:
TIME OF DAY IF RELEVANT:
Bicycle Related (Addition or revision of bicycle facility, bike lane markings, etc
Intersection Control (Changes at an intersection: stop sign or signal related)
Parking (Changes to on-street parking)
Pavement Markings (Missing or faded travel lane markings, traffic symbols)
Regulatory Sign (Addition or revision of regulatory sign such as Stop, Yield, etc.)
School Zone (Addition of School Zone signs, other school area traffic safety)
Sight Distance (Sight issues on street or intersections)
Signal Timing or Configuration (Changes to traffic signal timing)
ADA Compliance (Issues with ADA accessibility of sidewalks, street crossings, signal and other facilities)
Speeding (Report frequent speeding)
Pedestrian (Changes to crosswalk or walk signals)
Traffic Flow (Slow moving traffic, congestion issues, etc)
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9025 RIVER ROAD, SUITE 200
INDIANAPOLIS, INDIANA 46240
TEL 317.547.5580
FAX 317.543.0270
T E C H N I C A L M E M O R A N D U M
DATE:April 20, 2020
TO:Alicia Czarnecki, City of South Bend
FROM:Ryan Huebschman, PE, PTOE, Patrick O’Connor, PE, PTOE, Geeta Kharche,
American Structurepoint, Inc.
RE:STOP Control Application Overview for the City of South Bend, IN
This memorandum details the Indiana Manual on Uniform Traffic Control (IMUTCD) guidelines on the
installation of STOP control at uncontrolled intersections. American Structurepoint was tasked by the City of
South Bend to review these guidelines to assist the City in their decision-making process for the installation of
STOP control.
IMUTCD Guidelines for STOP Sign Application
A STOP sign is used to indicate that oncoming traffic is always required to come to a complete halt before
entering an intersection. The IMUTCD outlines the criteria to consider when bringing an approach at an
intersection to be under STOP control. These criteria are considered best practices and are not mandatory
requirements for installation of a STOP sign. Deviation from these criteria may be allowed if supplemented by
an engineering study.
Per Section 2B.04 of the IMUTCD, a STOP sign should be used at an intersection if one or more of the
following conditions exist:
A. An intersection of a less important road with a main road where application of the normal right-of-
way rule would not be expected to provide reasonable compliance with the law;
B. A street entering a designated through highway or street; and/or
C. An unsignalized intersection in a signalized area.
Additionally, the section also provides guidance on the application of a STOP sign at an intersection of minor or
local roads with more than three approaches, where one or more of the following conditions exist:
A. The combined vehicular, bicycle, and pedestrian volume entering the intersection from all approaches
averages more than 2,000 units per day;
B. The ability to see conflicting traffic on an approach is not sufficient to allow a road user to stop or yield
in compliance with the normal right-of-way rule if such stopping or yielding is necessary; and/or
C. Crash records indicate that five or more crashes that involve the failure to yield the right-of-way at the
intersection under the normal right-of-way rule have been reported within a 3-year period, or that
three or more such crashes have been reported within a 2-year period.
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The IMUTCD advises that a STOP sign should be installed in a manner which requires the minimum number of
vehicles to stop, and hence should typically be installed on the minor street carrying the lower volume at an
intersection. If two streets with relatively equal volumes form an intersection, physical characteristics such as
topography and sight distance should be considered to decide which approach to bring under STOP control.
Sample Study Intersection Locations
The City of South Bend identified multiple intersections in four (4) neighborhoods for review of STOP sign
applicability that represented various existing conditions throughout the City. These intersections all lie within
residential communities, most of them providing access to single-family dwellings and some others acting as
collector streets within the residential communities.
Based upon the IMUTCD, it was determined that the volumes of the minor street do not have as much of an
impact on the determination to provide STOP control as the volume of the major street. Therefore, the
classifications of the major streets were deemed to be the determining factor of STOP sign applicability. Once
the classification of the major roadway was determined, the assumed crossing volumes were determined for
the minor approach. Analyzing the minor street traffic volumes allows for a comparison of the major and minor
street volumes and determines if STOP control may be justified from a volume standpoint. The Institute of
Transportation Engineers (ITE) Trip Generation Manual, 10th Edition, was utilized to estimate the number of
vehicles that would utilize any given approach on a typical weekday during the morning and afternoon peak
hours. The sample study T-intersections where STOP signs are not currently installed provide access to single-
family detached homes. As such, ITE Land Use Code 210 – Single-Family Detached Housing was utilized for trip
generation.
The recommendations provided in the following section are based on the characteristics of the roadway and its
surrounding area, the engineer’s understanding of general travel patterns of similar areas, and engineering
judgment. In most instances, the local street in the City is located in primarily residential areas, with low driving
speeds. The local street may or may not have an outlet connecting to other roadways. In some cases, as detailed
below, the characteristics of the major road connections at the next terminus away from the intersection with
the local road are the driving force in the determination of the applicability of STOP control.
A review of the sample intersections indicated that the major street fell into the following categories:
Major Collector connecting to Minor Arterial and Other Principal Arterial
This category pertains to intersections where one of the roadways forming the intersection is classified
as a collector, while the other is a local roadway, where the collector then connects to at least one major
roadway (Arterial).
Local Road connecting to Minor Arterial and Other Principal Arterial
This category considers an intersection of two local roadways; however, at least one of these in-turn
connect to roadways classified as an arterial (major or minor). In such instances, the major street at the
intersection typically carries significantly high through traffic volumes.
Local Road connecting to Major Collector
Similar to the previous scenario, this scenario considers the intersection of two local roadways, where
at least one further connects to a roadway classified as a collector. This applies to intersections in the
City where, although a roadway does not carry significant through traffic, it connects to a roadway with
much heavier traffic.
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Local Road connecting to other Local Roads
Most roadways forming the sample intersections reviewed in this memorandum are classified as local
streets. This scenario considers neighborhood locations where the minor local roadway intersects with
another local road that then itself intersects with another local road. These would be considered
locations internal to neighborhoods that only carry local residential traffic.
Recommendations
Based upon a review of the sample study intersections and roadway characteristics, and consideration of traffic
volumes where appropriate, the following recommendations were made. Examples of locations where these
standards are met are provided for clarity.
Major Collector connecting to Minor Arterial and Other Principal Arterial – STOP CONTROL
Walnut Street in the Westside area of the City is classified as a major collector by the State. Walnut Street
collects traffic from the surrounding residential areas before connecting to W Sample Street (classified as Other
Principal Arterial) to its south and W Western Ave (classified as Minor Arterial) to its north. The intersection of
Walnut Street & Poland Street in the area is currently uncontrolled. Poland Street is a local roadway providing
access to single-family dwelling units. Given the heavy through traffic along Walnut Street, its functional
classification as a major collector, and its connections to important arterials, the intersection of Poland Street
& Walnut Street may be considered as an ideal site for STOP control application.
Local Road connecting to Minor Arterial and Other Principal Arterial – STOP CONTROL
Harris Street is a north-south roadway in the Westside area of the City and runs parallel to Walnut Street. The
roadway connects W Sample Street and W Western Ave, which as mentioned previously, are important arterial
corridors in the area. However, unlike Walnut Street which is classified as a major collector, Harris Street is a
local roadway. Harris Street connects to several east-west local roadways, such as Fisher Street and Poland
Street, which are primarily residential streets providing access to single-family dwelling units, and therefore
serves as a collector street within the neighborhood. As such, traffic utilizing Fisher Street and Poland Street to
enter their intersection with Harris Street would experience significantly higher through traffic volumes.
Therefore, these intersections may also serve as potential sites for STOP control application.
Local Road connecting to Major Collector – UNCONTROLLED
This category considers an intersection of two local roadways, where at least one of these in-turn connect to
roadways classified as an arterial (major or minor). In such instances, the major street at the intersection
typically carries significantly higher through traffic volumes. For example, Jade Crossing Drive is a local road
which ties into Brick Road (classified as major collector) to the north. The intersections along Jade Crossing Drive
are all currently uncontrolled locations. All the roadways feeding into Jade Crossing Drive, such as Ashard Road
and Cherry Pointe Drive are local residential roadways, serving between nine (9) and thirty single-family dwelling
units. Jade Crossing Drive is not anticipated to carry heavy through traffic; therefore, these examples serve as
locations where an UNCONTROLLED intersection is appropriate.
An additional caveat is that Brick Road is approximately 200 feet north of Ashard Drive and 500 feet north of
Cherry Pointe Drive. A detailed safety assessment may be required at such locations to determine the
applicability of STOP control on the side-streets due to turning vehicles from the minor roads and the close
proximity to the major roadway, should sight distance or queuing become a concern.
Local Road connecting to other Local Roads – UNCONTROLLED
An additional example from the Jade Crossing neighborhood would be where a local road such as Onyx Way
intersects with Cherry Pointe Drive, which are both classified as local roads, before connecting to Jade Crossing
Page 4 of 4
Drive, which as previously noted is also a local road. These neighborhood roads that provide strictly residential
access with no through traffic are locations that UNCONTROLLED intersections are appropriate.
Conclusion
The IMUTCD, which is the standard for traffic control in the State of Indiana, outlines guidance on the application
of specific type of traffic control at intersections. The IMUTCD considers factors such as vehicle, bicycle, and
pedestrian volumes at the intersection; the topography (dips and rises in the road level); intersection sight
distance; and crash history at the subject intersection to make the decision on the installation of a STOP sign.
For locations such as uncontrolled intersections where STOP control may not always be required, decisions
pertaining to installation of STOP control should be determined on a case-by-case basis. According to Federal
Highway Administration’s (FHWA) SA-05-11 “Road Safety Fundamentals”, uncontrolled intersections may be
safer than STOP-controlled intersections where the intersections carry low volumes. According to the
publication, a driver is more likely to skip a STOP sign if they know there is low conflicting traffic on the roadway
they are entering. The publication also states that drivers are typically more cautious when they believe other
drivers do not have to stop.
In reviewing the guidelines presented in this memorandum, it was determined that that the volumes of the
minor street do not have as much of an impact on the determination to provide STOP control as the volume of
the major street. Therefore, the classifications of the major streets were deemed to be the determining factor
of STOP sign applicability. As such, this document discusses four (4) broad categories of roadways forming
intersections and applicability of STOP control at each such category. Certain intersections within the City that
are currently uncontrolled were used as examples to discuss the applicability further. It is the intent of this
document that these categories, with the help of the sample intersections, will aid the City of South Bend in
their decision-making approach in the future to determine the applicability of STOP control at uncontrolled
intersections.
BOARD OF PUBLIC WORKS
AGENDA ITEM REVIEW REQUEST FORM
Date: 4/18/2023
Name: Daniel Sexton Department of Public Works – Engineering Division
BPW Date: 4/25/2023 Phone Extension: 5903
Required Prior to Submittal to Board
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Purpose/Description Installation of “Stop” Sign on Slater Dr at the intersection of Armstrong Dr.
See attached traffic control device form and display.
For Change Orders Only
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