Traffic Control Device - New Installation - (1) Stop Sign - Gleenlake Dr. & York Rd.

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Page 2 of 4 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.