HomeMy WebLinkAboutWD-40-89 "'°""'� ,� TORN OF NEWCASTLE
wN'.� REPORT File # o,
Res. jq-o L42 �9
— -- r -�• By-Law #
(METING: GENERAL PURPOSE AND ADMINISTRATION MEETING
DATE: April 17, 1989
REPORT #: WD-40-89 FILE #:
SIJB,ECT: REQUEST FOR A FOUR-WAY STOP AT THE INTERSECTION OF
NASH ROAD AND VARCOE ROAD, COURTICE
RECOMMENDATIONS:
It is respectfully recommended that the General Purpose and Administration
Committee recommend to Council the following:
1. THAT Report WD-40-89 be received; and
2. THAT no action be taken on the request to make the Nash Road/Varcoe Road
intersection an All-Way Stop intersection; and
3. THAT a copy of Report WD-40-89 be forwarded to Mr. Gordon Lohnert,
1537 Nash Road, Oshawa, L1K 1A5 and to Mrs. B. Lawson, 1440 Nash Road,
Oshawa, Ontario, L1K 1A6.
1.0 ATTACHMENTS
No.l: Letter dated September 15, 1988, from Mrs. B. Lawson,
1440 Nash Road, Oshawa.
No.2: Petition dated February 10, 1989 from residents in the
Nash Road/Varcoe Road area requesting a Four Way Stop
at the intersection of Nash Road and Varcoe Road.
N0.3: Key Plan showing the location of the Nash Road/Varcoe Road
intersection. I o U I
REPORT NO. : WD-40-89 PAGE 2
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No.4: Detailed Plan showing the location of existing Stop Signs,
sidewalks, etc.
N0.5: Table 1 showing an eight hour vehicle and pedestrian count at
the Nash Road/Varcoe Road intersection.
No.6: Guidelines and warrants for Stop Signs taken from the manual
of Uniform Traffic Control Devices, 4th Edition 1985.
No.7: Evaluation of Compliance with warrants for a Four Way Stop
at the Nash Road/ Varcoe Road intersection, Courtice.
Manual of Uniform Traffic Control Devices - December 1985, M.T.O.
No.8: Report on "All-Way Stops The Ontario Experience" prepared
by the Technical Committee of the Ontario Traffic Conference,
May, 1983.
2.0 BACKGROUND
2.1 Mr. Gordon Lohnert, 1437 Nash Road, Oshawa, LlK IA5, appeared before
Council on September 26, 1988, and requested that a crossing guard be
placed at the intersection of Nash Road and Varcoe Road. He indicated
that prior to the commencement of construction, there was a four-way
stop at this intersection. Since construction has begun, the four-way
stop has not been in place and Nash Road has become a speedway.
He stated that it is not safe for children to walk to school in this
area.
As a result, Council passed resolution No.C-701-88:
"THAT the delegation of Mr. Gordon Lohnert be acknowledged;
AND THAT the concerns raised by Mr. Lohnert be referred to
the Director of Public works and the Director of Planning
for a review of the need of a crossing guard at the
intersection of Nash Road and Varcoe Road.
AND FURTIiER THAT Mr. Lohnert be so advised."
2.2 At a meeting of Council held on March 13, 1989, Mr. Lohnert appeared
again as a delegation and reiterated his request for a four-way stop
at the Nash Road/Varcoe Road intersection and referred to letters
to Council signed by local residents.
3
1
no ,)
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REPORT NO. : WD-40-89 PAGE 3
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3.0 REVIEN AND COMMENT
3.1 Attachment No.6, Guidelines and Warrants for Stop Signs is taken from
the manual of Uniform Traffic Control Devices, 4th Edition 1985.
This manual is considered by Traffic Engineers to be the authority on
traffic engineering matters and is used by the Ministry of
Transportation.
3.2 Attachment N0.7 lists the warrants taken from the "Guidelines and Warrants
for Stop Signs, Section A2.11.02 All-Way Stop Sign Controls" and shows
which of the warrants are met with regard to the Nash Road/Varcoe Road
intersection. It should be noted that in the Overall Section 1, overall
Section 2, and Overall Section 3, the warrants for a Four-Way Stop at the
intersection are not met.
3.3 In addition to the above, the guidlines states "All-Way Stop sign control
should not be used under the following conditions":
1. Where pedestrian protection, in particular school children
is a prime concern as the concern can usually be addressed
by other means.
2. As a speed control device.
I believe the above-noted conditions are the problem which the petitioners
believe the Four Way or All-Way stop condition would solve.
3.4 Attachment N0.8 which is a report "All-Way Stops, The Ontario Experience"
prepared by the Techncial Committee of the Ontario Traffic Conference,
May, 1983 gives several opinions and comments concernig the use of
All-Ways stops. This report is attached for information.
4.0 CROSSING GUARD
4.1 There currently exists a supervised school crossing on Nash Road just
east of the S.T. Worden Public School. This crossing is supervised
by a crossing guard employed by the Town and is supervised from
from 8:30 a.m. to 9 a.m. , 11:30 a.m. to 1:00 p.m. and 3:30 p.m. to 4:00 p.m.
5.0 CONCLUSIONS AND RECOMMENDATIONS
5.1 From the above, it can be seen that the warrants and guidelines as listed
in the manual of Uniform Traffic Control Devices are not met. It is,
therefore, concluded that the Nash Road/Varcoe road intersection should
be left as is, that is that Nash Road is the through road and Varcoe
Road has the stop condition for both north and south bound traffic.
4
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IDEIv]I0r NO.: V0}-40-89 PAGE 4
________________________________________________________________________________
5.2 That a copy of Report VD-40-89 be forwarded to Mr. Gordon Lzboect"
1537 @*ob Road, Oshawa, LIK l&5 and Mrs. B. Lawson, 1440 0aob Road,
Oshawa, LlK l&6°
Respectfully submitted, Recommended for presentation
to the Committee,
________ -_-_____
______-_
z�Itez A. Evans, P. Eng., Lawre e � � taeff'
Director of Public Works. Chief Adm � tzative
Officer.
W\E*Ilv
April 10, 1989
Attachments
1A0A
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i -------- --- - �1j' .;,, 1440 Nash Road
--
I Oshawa , Ontario
LlI: IA6
J11r
-- -- -' `- September 15th, 1988
Corporation of the Town of
Newcastle
40 Temperance Street
Bowmanville, Ontario
L 1C 3A6
Attention: Mr . Walter Evans - Director of Public Works
Dear Sir ,
This will confirm my telephone conversation with your office
of September 12th 1.988 concerning a request for a stop sign
for east/west traffic on Nash Road .
It is felt that in view of the school in the immediate vicinity
and the number of children in the area . an east/west stop is
imperative.
With an increase in the volume of traffic on this roadway and
considering the excessive speed of many of the motorists, this
intersection creates a dangerous situation and has been the
scene of a number of motor vehicle accidents in the past year.
In speaking with a Durham Regional Police officer a local
resident was recently advised that the road was in fact too
dangerous for children walking to school due to the lack of
sidewalks and the disregard for the speed limit in this
area .
Since my own residence is directly west of this intersection
it is virtually impossible to reverse onto the roadway from
our driveway, this being the case for other homeowners in the
area.
It is therefore the request of local residents that a stop
sign be placed at the intersection of Nash Road and Varcoe
Road for east/west traffic to make this a four-way stop.
Your immediate attention to this matter would be greatly
appreciated. I await your response in this regard and remain,
Yours v ery truly,
//
t 3� '_ -pcw .ors . B. Lawson
cc: Mayor John Winters (576-4336)
Councillor Ann Cowman ATTACHMENT N0 ,1
WD-49-89
1005
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NOTE: FIRST SHEET OF THE
± PETITION ONLY. THE
ORIGINAL COPY HAS 151
NAMES .
/ 7 nX, ATTACHMENT NO ,2
IUD-40-80
1006
LOT 34
CO N III
SUBJECT o
INTERSECTION
NASH RD.
LEXISTING
SIDEWALK
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KEY PLAN
1007
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6
I.2m WIDE SIDEWALK
ST. WORDEN
PUBLIC
SCHOOL
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STOP SIGN ENTRANCE
TO SCHOOL
P/L -
a H.P,LIGHT
NASH RD.
- P/L
\--STOP SIGN
- 1 -2m WIDE �IDEWAL'r
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P/L - PROPERTY LINE
SCALE - 1'750
ATTACHMENT NO .4
WD-43-89
DETAILED PLAN
1008
TABLE 1.0
EIGHT HOUR VEHICLE COUNT (VEHICLES PER HOUR)
AND
PEDESTRIAN VOLUMES AT THE NASH ROAD/VARCOE ROAD INTERSECTION
JANUARY 25,' 1989
Hours Nash Road Nash Road Varcoe lmad Varcoe Road Tbtal
E-B W-B N-B S-B
0630 - 0730 33 76 8 88 205
0730 - 0830 73 134 25 109 341
0830 - 0930 82 123 14 77 296
1100 - 1200 119 111 29 56 315
1200 - 1300 123 121 38 64 346
1500 - 1600 159 128 48 52 387
1600 - 1700 184 143 67 77 471
1700 - 1800 198 109 52 73 432
II
Pedestrian Volumes (0630 - 0930 hours, 1100 - 1300 hours, 1500 -1800 hours)
East Approach - 20 Pedestrians
West Approach - 3 Pedestrians
North Approach - 82 Pedestrians
South Approach - 24 Pedestrians
ATTACHMENT NO, 5
WD-40-39
1009
Part A
Division 2 - Regulatory Section
i
o
Ra-1101 (120 x 120)cm
Ra-101 (75 x 75)cm
Ra-1 (60 x 60)cm
i
41.25 25 20
37.5 25 20 (Al
41.25 25 20
Blank No. 1 & M.T.C. B-16
Support-Steel
Blank No. 2& M.T.C. B-23
Support-Wood (10 x 10)cm
Blank No. M.T.C. B-61
Support-Wood (10 x 10)cm
A 2.11 "STOP"SIGN
(Ra-1, Ra-1t)
Guidelines and Warrants for STOP Signs
Stop sign control results in delay to motorists and may 4. At intersections where the application of the normal
increase the collision experience. Stop signs should, right hand rule would be unduly hazardous.
therefore, not be used indiscriminately. Stop signs are 5. Where three or more right angle collisions per year
not intended as speed control devices. Their usage is have occurred and methods of reducing the collision
therefore limited to the control of right-of-way conflicts. experience such as improving sight lines, street light-
Stop signs shall not be used on the same approach to in- ing, parking prohibitions, enforcement and geometric
tersections where traffic control signals are operating. revisions, or a Yield sign have been tried and found
Portable or part-time Stop signs shall not be used except lacking.
in emergency or temporary situations, such as in con- A 2.11.01 One and Two-Way STOP Sign Controls
junction with flagmen or at intersections where traffic
signals are no longer working. When two major streets or highways intersect, and there
is no priority to determine which direction should be
As a general rule, Stop signs should only be used where stopped, a traffic study should be conducted,
traffic engineering studies considering such aspects as
traffic speeds, traffic volumes, restricted sight lines and A 2.11.02 All-Way STOP Sign Controls
collision experience, indicate that the usage of Stop The following guidelines and warrants for All-Way Stop
signs is warranted. sign controls are recommended for use at rural or urban
The following guidelines and warrants for Stop Sign Con- intersections.All-Way Stop sign controls may be used:
trol are recommended for use at rural or urban intersec- 1.a) At two like roadways. Each approach should con-
tions: tain the same number of lanes and have preferably
1. Intersection of a county road, city street, township four non-skewed approaches.
road with a King's Highway. b) As an interim measure where traffic control signals
2. On a minor street or road entering a through street or are warranted but cannot be implemented im-
highway. mediately.
3. At unsignalized intersections in a signalized area ex-
cept where they would interfere with traffic signal %%HMFNT NO ,6
progression. 1 O I 0
Part A
Division 2 - Regulatory Section
c)At locations having a high accident frequency where ped vehicle on the right will obscure the Stop sign.
less restrictive measures have been tried and found g. Where traffic would be required to stop on grades,
inadequate. For the purpose of this warrant, a high 10. As a means of deterring the movement of through
accident frequency is an average of four accidents G traffic in a residential area,
per year for a three year period and only those ac- 11. Where visibility of the sign is hampered by curves or
cidents susceptible to relief through multi-way stop grades and a safe stopping distance of less than
control will be considered (i.e. right angle and turn- 100 m exists.
ing type collisions). Included in this warrant are
those locations where visibility problems exist which J2. Where any other traffic device controlling right-of-
limit the safe approach speed to less than 15 kilo- way is permanently in place within 250 m with the
metres per hour, thereby creating an unreasonable exception of a Yield sign.
accident potential. Special Advance warning or A 2.11.03 Location of Stop Signs
overhead flashing lights may be necessary to aug-
ment the control if vertical or horizontal alignment is Where one road intersects another road at an acute
a factor, angle, the Stop sign on the intersecting road should be
d) As a means of providing an introductory period to turned or shielded so that it cannot be read by motorists
accustom drivers to a reversal of intersection con- travelling on the priority road.
trol. Installation under this warrant will be for a A Stop sign should be erected at the point where the
period not to exceed three months. vehicle is to stop, or as near thereto as possible. It may
2. On arterial roads and major collector streets the fol- be supplemented with a stop line if it controls traffic, ap-
lowing volume warrant may be used: proaching a major intersection. A Stop sign should be
a) a total vehicle volume on all intersection approaches, placed as close to the near edge of the intersecting road way as possible, and this distance should not exceed
exceeding 500 vehicles per hour for any eight hours 15 m unless it is clearly not practicable to locate the
of the day and, Stop sign closer to the intersection.
b) a combined vehicular and pedestrian volume on the
minor street exceeding 200 units per hour for the For legal reference and requirements of Stop signs see
same eight hours with an average delay to traffic on Section 117(a)(b) of the Highway Traffic Act and also
the minor street of greater than thirty seconds and, Regulation 486, Sections 7 and 8.
c) a volume split does not exceed 70/30. The minimum size Stop sign (Ra-1) shall be erected on
3. On roads and streets not considered to be either ar- municipal streets and/or minor low speed gravel roads in-
terial or major collector streets. tersecting designated local through roads in urban or
a) a total vehicle volume on all intersection ap-
rural areas.
proaches exceeding 350 for the highest hour
recorded and,
b) a volume split does not exceed 75/25 for three-way
control or 65/35 for a four-way control.
All-Way Stop sign controls should not be used under the
following conditions:
1. Where pedestrian protection, in particular school
children, is a prime concern as the concern can
usually be addressed by other means.
2. As a speed control device.
3. On roadways on which progressive signal timing ex-
ists.
4. On roadways within urban areas having a posted
speed limit in excess of 60 km/h.
5. At intersections having less than three or more than
four approaches.
6. At offset or poorly defined intersections.
7. On truck or bus routes unless in an industrial area or
where two such routes cross.
8. On multi-laned approaches where a parked or stop-
01
TOWN OF NEWCASTLE
INTERSECTION 0A8B ROAD AND \AJ]C(DE ROAD - COORTICE
FOUR-WAY STOP EVALUATION - 9ARRANT STUDY
MANUAL OF UNIFORM TRAFFIC CONTROL DEVICES - DECEMBER 19851 MIO
________________________________________________________________________________
Guidelines for All-Way Meets Warrants Comments
Stop Control
----_-------
____________________
l"e) At two like roadways. Yea
Each approach GbmuId
contain the same
number of lanes and have
preferably fzoc non-skewed
approached.
l.b) As an interim measure where No Signals not �
�
traffic control signals are warranted
warranted but cannot be
implemented immediately
l^c) At locations having a high No Two accidents in
accident frequency where 1987. One
less restrictive measures accident in 1986
have been tried and found Not considered a
iuedegoate" problem
intersection by
Durham Regional
Police.
I.d) As a means of providing an No
introductory period to
accustom drivers to a
reversal of intersection
control. Installation
under this warrant will be
for a period not to exceed
three months.
____________________________________ ________________________ _________________
Overall Section I No
____________________________________ ________________________ _________________
|------------------------------------|------------------------|-----------------
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1017
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Guidelines for All-Way Meets Warrants Comments
Stop Control
--------------------------------- --------------------------- -----------------
2. Arterial roads and major
collector streets
2.a) A total vehicle volume on No Does not exceed
all intersection approachs, 500 for even one
exceeding 500 vehicles per hour during the
hour for any 8 hours of the normal peak 8
day hour period.
and
2.b) A combined vehicular and No Does not exceed
pedestrian volume on the 200 for even one
minor street exceeding 200 hour during the
units per hour for the normal peak 8
same eight hours with an hour period
average delay to traffic
on the minor street of
greater than 30 seconds
2.c) A volume split does not Yes Volume split
exceed 70/30 69/31
--------------------------------- --------------------------- -----------------
Overall Section 2 No
--------------------------------- --------------------------- -----------------
3. On roads and streets not
considered to be arterial
or major collector
streets.
3.a) A total vehicle volume on Yes 1500-1600 hours-
on intersection approaches 386 vehicles/hour
not exceeding 350 for the 1600-1700 hours-
highest hour recorded 471 vehicles/hour
1700-1800 hours-
and 432 vehicles/hour
3.b) A volumes split does not No 1600-1700 hours
exceed 75/25 for a three-
way control or 65/35 for
a four-way control
--------------------------------- --------------------------- -----------------
Overall Section 3 No
10 13
A L L—WAY STOPS
THE ONTARIO EXPERIENCE
ui
hNa,
IPREPARED BY THE TECHNICAL COMMITTEE
OF THE ONTARIO TRAFFIC CONFERENCE
MAY 1983
PETERBOROUGH , ONTARIO
ATTACHMENT NO ,8
1014 WD-40-80
ALL-WAY STOPS - DO THEY WORK?
ENERGY CONSERVATION THROUGH TRAFFIC MANAGEMENT -
FUEL CONSUMPTION DATA AT STOP CONTROLS
ONCE UPON A TIME THE WORKS DEPARTMENT PROVIDED WORKS AND TRANSPORTATION
COMMITTEE WITH INSTITUTE OF TRAFFIC ENGINEERS FUEL CONSUMPTION DATA RELATED
TO MOTOR VEHICLES STOPPING AND STARTING ON A LEVEL SURFACE AT A STOP SIGN
AS FOLLOWS:-
50 km/h - .045 litres per vehicle stop ( .01 gal. )
. 40 km/h - .036 litres per vehicle stop ( .008 gal. )
THE SAME REPORT AUTHORIZED THE WORKS DEPARTMENT TO REVIEW EXISTING ALL-WAY
STOP CONTROLS WITH A VIEW TO MAKING SOME OF THESE INTERSECTIONS MORE FUEL
EFFICIENT.
AS A RESULT THE WORKS DEPARTMENT CONDUCTED AN EXTENSIVE REVIEW OF ALL OF
THE APPROXIMATELY 105 ALL_WAY STOP CONTROLS IN SCARBOROUGH INCLUDING STOP
SIGN OBSERVANCE STUDIES, AUTOMATIC TRAFFIC COUNTS AND APPLICATION OF FUEL
CONSUMPTION DATA. ALSO INCLUDED WAS THE CLASSIFICATION OF THE ROADWAY
INVOLVED AND THE ORIGINAL REASON FOR THE INSTALLATION IN AN ATTEMPT TO
DETERMINE IF THEY ARE PERFORMING THEIR INTENDED FUNCTION.OF ASSIGNING
RIGHT-OF-WAY VERSUS THE ADDITIONAL FUEL CONSUMED BY THEIR INSTALLATION.
THE IMPORTANCE OF THE STOP SIGN IN ASSIGNING THE RIGHT-OF-WAY AT AN
INTERSECTION CAN NOT BE UNDERESTIMATED. IT IS RANKED SECOND ONLY TO A
TRAFFIC CONTROL SIGNAL IN PRIORITY. IT IS THIS IMPORTANCE THAT HAS LEAD
TO ITS DEMANDED USE BY RESIDENTS FOR OTHER MEANS SUCH AS DISCOURAGING
THROUGH TRAFFIC AND TO REDUCE SPEEDING IN ORDER TO MAKE THE STREETS "SAFER
FOR OUR CHILDREN".
THE DEMAND FOR THE USE OF THE STOP SIGN FOR OTHER PURPOSES HAS ACCORDING
TO MANY STUDIES, , UNDERMINED ITS IMPORTANCE. NOT ONLY DOES IT INCREASE
FUEL CONSUMPTION BUT IS PROMOTING POOR DRIVING HABITS. DRIVERS ANNOYED
WITH THEIR FREQUENCY OF APPLICATION TEND TO LOSE RESPECT FOR THIS CONTROL
AND A GROWING TREND OF DISOBEDIENCE OF THE STOP SIGN HAS BEEN GENERATED.
IT WAS ALSO OBSERVED THAT CYCLISTS HAD LITTLE REGARD FOR THIS SIGN.
INCREASED HIGH SPEED DISOBEDIENCE HAS BEEN OBSERVED , WHILE MANY OTHER
MOTORISTS NO LONGER COME TO A COMPLETE LAWFUL STOP BUT PROCEED TO ROLL
THROUGH THE CONTROL SLOWLY. THIS LEADS TO INCREASED HAZARDS TO BOTH
MOTORISTS AND PEDESTRIANS.
1015
i
i
2 -
THE FUEL CONSUMPTION CONCERN HAS LEAD TO MAJOR CHANGES IN SOME AREAS IN
THE UNITED STATES, WHERE UNWARRANTED STOP SIGNS ARE BEING REPLACED WITH
"YIELD" CONTROLS OR BEING REMOVED ALTOGETHER , WHILE OTHER MUNICIPALITIES
HAVE ADOPTED "WARRANTS" IN AN ATTEMPT TO CONTROL THEIR MISUSE.
THE ALL-WAY STOP STUDIES IN SCARBOROUGH INDICATE THE SAME CONDITIONS
AND PATTERNS.
THE "STOP SIGN OBSERVANCE STUDY" INVOLVES INVESTIGATORS RECORDING THE
ACTION OF DRIVERS AT THESE CONTROLS DURING CERTAIN PERIODS OF THE DAY
UNDER THE HEADINGS: 1) VOLUNTARY STOP (LEGAL) , 2) PRACTICALLY STOPPED
(SLOWLY ROLLING CLASSED AS LEGAL FOR THIS STUDY) , 3) ENTERED SLOW
(6-24 km/h) OR 4) ENTERED FAST (OVER 24 km/h, OR 15 m.p.h. )
OF THE 105 LOCATIONS 63 WERE OBSERVED FOR SIX HOURS INCLUDING THE A.M.
AND P.M. RUSH HOURS.
OUR FINDINGS SHOW A WIDE RANGE IN THE PERCENTAGES OF MOTORISTS OBSERVING
STOP CONTROLS LEGALLY AT VARIOUS LOCATIONS. FROM A HIGH OF 99% (FOR
EXAMPLE - TRUDELLE STREET AT McCOWAN) LEGAL OBSERVANCE, TO A LOW OF 43% LEGAL
OBSERVANCE (FOR EXAMPLE - NORTONVILLE DRIVE AT WARDENCOURT DRIVE) .
IN THE GREAT MAJORITY OF CASES THE BUSY INTERSECTIONS (WARRANTED) HAVE HIGH
OBSERVANCE OF THE STOP CONTROLS AND THE LOW VOLUME LOCATIONS (UNWARRANTED)
HAVE A HIGH RATE OF DISOBEDIENCE.
HIGH RATE OF 08EDIENCE
CEDARBRAE BLVD/TRUDELLE ST. AT BELLAMY ROAD 99%
PORCHESTER DR. AT BELLAMY RD. N. 99%
TRITON GATE AT BOROUGH DRIVE 97%
MEADOWVALE RD. AT ELLESMERE ROAD 97%
McCOWAN ROAD AT TRUDELLE STREET 97%
TAPSCOTT ROAD AT SEWELLS/NEILSON 97%
BOROUGH DRIVE AT TRITON GATE 96%
INGRID AT SLAN 96o
LOW RATE OF OBEDIENCE
SYLVAN AT CATALINA 64%
THICKETWOOD AT PROVIDENCE 59%
DAVISBROOK AT WARDEN COURT 58%
EAST HAVEN DRIVE AT CLIFFSIDE 57%
AGINCOURT DRIVE AT LOCKIE AVENUE 54%
JAPONICA AT CROSLAND 52%
NORTONVILLE AT WARDENCOURT 43%
1016
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i
THE REAL CONCERN IS INDICATED BY THE PERCENTAGE RATE OF HIGH SPEED
DISOBEDIENCE. IN OTHER WORDS, DRIVERS WHO COMPLETELY IGNORED THE SIGNS ,
DID NOT SEE THE SIGNS , OR DID NOT EXPECT TO FACE A STOP CONDITION, AT
CERTAIN LOCATIONS, RAISED THE POTENTIAL FOR SERIOUS CONFLICTS. SOME
EXAMPLES ARE AS FOLLOWS: -
HIGH SPEED DISOBEDIENCE
THICKETWOOD AT PROVIDENCE 11%
DAVISBROOK AT WARDENCOURT 10%
AGINCOURT AT LOCKIE 9%
NORTONVILLE AT WARDENCOURT 5%
CHINE DRIVE AT HAGLEY 4%
WARDENCOURT AT NORTONVILLE 4%
WISHINGWELL AT VRADENBURG 4%
PROVIDENCE AT THICKETW00D 4%
IN SUMMARY, OBSERVANCE STUDIES WERE CONDUCTED AT 63 INTERSECTIONS, AND
52, 500 VEHICLES WERE OBSERVED WITH 45,200 OR 86% LEGALLY STOPPING.
WE FOUND THAT WHERE ALL=WAY STOPS WERE INSTALLED TO ASSIGN THE RIGHT-OF-WAY
IN SITUATIONS INVOLVING NEAR EQUAL VOLUMES APPROACHING THE INTERSECTION IN
EACH DIRECTION, THAT PERFORMANCE WAS GOOD. THESE INTERSECTIONS MAINLY
INVOLVE ROADWAYS OF COLLECTOR STATUS.
THOSE INSTALLED FOR OTHER REASONS DO NOT PERFORM WELL, AS RESPECT FOR THE
CONTROL WAS REDUCED AT LOCATIONS WERE THE NEED FOR AN ALL-WAY STOP WAS
DOUBTFUL, IN THE MOTORISTS OPINION. ELIMINATION OF UNWARRANTED STOP SIGNS
WOULD REDUCE FUEL CONSUMPTION AND FOR EXAMPLE IF A STOP SIGN WAS REMOVED
THAT NOW FORCES 500 VEHICLES A DAY TO STOP, THE REDUCTION IN FUEL CONSUMPTION
IN ONE YEAR WOULD BE APPROXIMATELY 1500 GALLONS OR 6750 LITRES PER YEAR.
IT IS DIFFICULT AT THIS TIME TO DETERMINE IF THE TREND TO PRESERVE FUEL
HAS REACHED THE POINT THAT MOULD PERMIT EH REMOVAL OF LARGE NUMBERS OF
STOP SIGNS, SINCE IN MANY CASES RESIDENTS HAVE FOUGHT HARD TO HAVE THEM
INSTALLED AS A "SAFETY MEASURE" .
WE INTEND TO CONTINUE THIS STUDY FURTHER AND OUR NEXT STEP IS TO REVIEW
COLLISION INFORMATION AT STOP CONTROLS IN SCARBOROUGH.
WE FOUND THAT IN SOME CASES , COMMUNITY ASSOCIATIONS LOOKING FOR A TOPIC
TO PURSUE, PICKED ALL-WAY STOPS AS BEING NENFICIAL TO THEIR NEIGHBOURHOOD
AS A SAFETY ITEM.
1017
- 4 -
DUE TO THIS NEED FOR FURTHER EVALUATION WE DO NOT PROPOSE TO REMOVAL OF
ANY STOP SIGNS AT THIS TIME BUT WE DO FEEL THAT THERE ARE SOME SPECIFIC
INSTANCES THAT SHOULD BE CONSIDERED FOR REMOVAL UPON THE COMPLETION OF
OUR STUDIES. SPECIFIC RECOMMENDATIONS WOULD INCLUDE FUEL CONSUMPTION
DATA.
1 018
i
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INSTITUTE OF TRAFFIC ENGINEERS
FUEL CONSUMPTION DATA
GASOLINE CONSUMED BY COMPOSITE VEHICLE
BY THE AMOUNT OF SPEED REDUCTION AND
RETURN TO SPEED (STOPPING AND STARTING)
FOR A VEHICLE ON A LEVEL SURFACE AT A
STOP SIGN.
50 km/h - .045 LITRES PER VEHICLE STOP ( .01 GAL. )
40 km/h - .036 LETRES PER VEHICLE STOP ( .008 GAL. )
EXAMPLE:
FUEL CONSUMPTION OF 2500 VEHICLES PER DAY
AT ONE STOP SIGN: 2500 x .045 = 113 LITRES (25 GAL. )
FUEL COMSUPTION OF SAME 2500 VEHICLES IN ONE
YEAR BASED ON 300 DAYS: 113 x 300 = 33900 LITRES (7533 GAL. )
1019
FIGURE 3. 1
WARRANTS FOR ALL-WAY STOPS
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i
ONTARIO TRAFFIC CONFERENCE WARRANT
la) TWO LIKE ROADWAYS - EACH APPROACH CONTAINING THE SAME NUMBER OF LANES
WITH NON-SKEWED APPROACHES.
b) AS AN INTERIM MEASURE WHERE TRAFFIC CONTROL SIGNALS ARE WARRANTED BUT
CANNOT BE IMPLEMENTED IMMEDIATELY.
c) AT HIGH COLLISION LOCATIONS AVERAGING FOUR OR MORE COLLISIONS/YEAR
OVER A 3 YEAR PERIOD, THOSE COLLISIONS SUSCEPTIBLE TO RELIEF BY AN
ALL-WAY STOP INSTALLATION (RIGHT ANGLE AND TURNING TYPE) AND FOLLOW-
ING A TRIAL OF LESS RESTRICTIVE MEASURES. AT LOCATIONS WHERE VISI-
BILITY IS LIMITED TO A SAFE APPROACH SPEED OF LESS THAN 13 KM/H.
d) PROVIDES AN INTRODUCTORY PERIOD (3 MONTH) IN THE REVERSAL OF INTERSEC-
TION CONTROL.
2. ARTERIAL AND COLLECTOR ROADS
a) TOTAL VEHICLE VOLUME ON ALL INTERSECTION APPROACHES, EXCEEDING 500
VEHICLES PER HOUR FOR ANY EIGHT HOURS OF THE DAY AND,
b) COMBINED VEHICULAR AND PEDESTRIAN VOLUME ON THE MINOR STREET EXCEEDING
200 UNITS PER HOUR FOR THE SAME EIGHT HOURS WITH AN AVERAGE DELAY TO
TRAFFIC ON THE MINOR STREET OF GREATER THAN THIRTY SECONDS AND,
c) VOLUME SPLIT DOES NOT EXCEED 70/30
3. LOCAL RESIDENTIAL STREETS
a) OBSERVANCE OF THE SIGN IS NOT HAMPERED BY CURVES OR GRADES AND A SAFE
STOPPING DISTANCE OF 100 M IS EXISTING AND,
b) DISTANCE OF 250 M IS MAINTAINED BETWEEN TRAFFIC CONTROL DEVICES AND,
c) TOTAL VEHICLE VOLUME ON ALL INTERSECTION APPROACHES EXCEEDS 350 FOR
THE HIGHEST HOUR RECORDED AND,
d) VOLUME SPLIT NOT EXCEEDING 75/25 FOR THREE WAY CONTROL OR 65/35 FOR A
FOUR WAY CONTROL.
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FIGURE 3.4
WARRANTS - ALL-WAY STOPS
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CRITERIA•-WHERE ALL-WAY STOPS SHOULD NOT BE USED:
• WHEN PEDESTRIAN PROTECTION IS A PRIME CONCERN IN PARTICULAR
SCHOOL CHILDREN
• AS SPEED CONTROL DEVICE (WHERE SPEEDING IS THE PRIMARY CONCERN)
• ON ROAD-WAYS WHERE PROGRESSIVE SIGNAL TINNING EXISTS
• ON ROAD-WAYS WITHIN URBAN AREAS HAVING A POSTED SPEED LIMIT IN
EXCESS OF 50 KM/H, RURAL AREAS OF 80 KM/H
AT INTERSECTION HAVING LESS THAN THREE OR MORE THAN FOUR
APPROACHES
• AT OFFSET OR POORLY DEFINED INTERSECTIONS
' ON TRUCK OR BUS ROUTES UNLESS IN AN INDUSTRIAL AREA OR WHERE TWO
h
SUCH ROUTES CROSS
• WHERE TRAFFIC WOULD BE REQUIRED TO STOP ON A GRADE AND STOPPING
OR STARTING WILL CREATE A HAZARD
• WHEN INTERSECTION APPROACHES HAVE DIFFERENT NUMBER OF LANES OR
DO NOT INTERSECT AT RIGHT ANGLES
• AS A MEANS OF DETERRING THE MOVEMENT OF THROUGH TRAFFIC IN A
RESIDENTIAL AREA
• WHERE AN INTERSECTION APPROACH VISIBILITY IS LESS THAN 90 m
• WHERE ANY OTHER TRAFFIC DEVICE, CONTROLLING RIGHT-OF-WAY IS
PERMANENTLY IN PLACE WITHIN 150 m
' IF BOTH ROADS ARE ARTERIALS.
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1021
4.0 VIEWS OF THE ENGINEER, THE POLITICIAN AND THE POLICE OFFICER
The questionnaire sent to the Ontario municipalities asked the
Traffic Engineers to comment on their experience with All-Way
Stops and to also obtain the Politician 's and Police Officer' s
point of view. In order to provide these views for your perusal
the information was reviewed, edited, compressed and categorized
into the views of each; the Traffic Engineer, the Politician and
the Police Officer.
It must be noted that in most cases the views of the Politician
and the Police Officer are those provided by the Traffic Engineer
either after discussion with the aforementioned or by the, Traffic
Engineer's interpretation of how All-Way Stops are preceived by
the Politician and the Police Officer.
There were however direct replies by both Politicians and Police
Officers from the Metropolitan Toronto and Ottawa areas. These
views are shown separately.
4.1 VIEWS OF THE TRAFFIC ENGINEER
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TORONTO '
All-Way Stops are not recommended as a means of restricting the
speed of traffic. All-Way Stops are useful in reducing right
angle collisions and facilitating the safe and effluent movement I
of traffic at intersections athat meet the warrants.
The majority of the existing All-Way Stop intersections in the
City of Toronto are not warranted and were not recommended by the
Public Works Department.
Before and after studies, carried out at intersections where I
warranted All-Way Stop controls have been installed, indicate a
significant reduction in accidents. However, at other locations
the number of accidents before and after the installation of All-
Way Stops is minimal and no conclusion can be drawn with respect
to possible improvements to safety at these locations.
Studies indicate that speed of traffic is only reduced for a !
distance of 30-40 metres at the approach and exit to an All-Way
Stop intersection.
The effectiveness of All-Way Stops where installed for the pur-
pose of reducing speed and volume of traffic depends on several
factors such as: the number and spacing of the Stop signs and
the availability of alternative traffic routes .
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102 .
NORTH YORK
All -Way Stop controls are essentially used from a traffic engineer-
ing standpoint to assign right-of-way, and where the volumes of
both roadways are sufficiently high, the All -Way Stop control is
introduced.
Given the proclivity of the political representatives towards
approving stop signs for purposes of speed control or discouraging
through traffic, there has resulted in recent years a proliferation
of unwarranted All-Way Stop signs in many neighbourhoods in North
York. An obvious negative effect has been the tendency of the
motoring public to perceive such controls as unwarranted and ignore
same, whether intentionally or not. Alternatively, they reduce
their speed to a rate which they consider safe to cross the other
approaches. Specifically, the disregard for established warrants
and safe spacing appears to invite abuse by the general public.
SCARBOROUGH
All-Way Stops are an effective safety measure under the following
conditions:
As an interim measure until signalization is warranted, under
certain conditions.
At U tersections of residential roadways, where sightlines are
poor and volumes are near equal on all approaches.
At intersections of major collector roadways where volumes are
near equal on all approaches.
In studies carried out, busy intersections (warranted) have high
observance of the stop controls and the low volume locations
(unwarranted) have a high rate of disobedience.
HAMILTON
There is adequate documentation that All-Way Stops are not effective
as speed control devices and they are not used in Hamilton for that
purpose.
Collision studies carried out at arterial/arterial locations found
that the four way stop control , as compared to the two way stop
control , reduced collisions by approximately 50 percent.
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OTTAWA-OTTAWA CARLETON
All-Way Stop control is often approved by Council to reduce
vehicular speeds or discourage vehicular flow through a neigh-
bourhood. However this department always recommends against
this use.
All-Way Stop control is an excellent device, to reduce reported
angle and turning vehicular collisions under certain conditions.
All-Way Stop control does not decrease vehicular speeds except in
very close proximity to the stop sign and may actually increase
the speeds further away from the signs.
It is questionable that All-Way Stops improve safety in view of
the number of "rolling" stops which occur. We will continue to '
recommend installation of Multi-Way Stop control at locations ;
where they are warranted. E
MISSISSAUGA
All-Way Stops are not placed for speed control ; however, there is
a perception on the part of the public and politicians that All-
Way Stops are an effective means of speed control .
LONDON
When installations based upon the warrant criteria are installed,
there appears to be a general acceptance of the operation by the
public, and in most cases the general enhancement of the traffic
operations and safety at the intersection.
The All-Way Stop control can play an effective role in traffic
mangement and safety when appropriate criteria are utilized to i
establish the requirements for the installation.
i'
Proliferation of the device, based purely on public pressure or
political direction without technical support can lead to the
erosion of the effectiveness of a proven traffic control device.
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1024
WINDSOR
All-Way Stops tend to provide a false sense of security for pedes-
trians, and leads to disrespect of stop signs in general . In
Windsor it has been clearly demonstrated that isolated All-Way
Stop installations can simply relocate problems from one street
to another.
Not totally against All -Way `Stops that do not meet the warrants
if they achieve a useful operational function and, in particular,
if they assist in reducing short cutting through traffic in
residential areas.
BRAMPTON
Overwhelming majority of All-Way Stop sign requests originate from
residents concerned with vehicle speeds which they perceive to be
excessive. Often the request is accompanied by a petition.
Understandably, politicians, when confronted with a number of con-
cerned taxpayers, have great difficulty in refusing these requests
despite predictions from the Engineering Staff of increased fuel
useage, noise pollution, disrespect for stop signs in general ,
vehicle delay, increased speed, etc.
In the past five years the Engineering Staff has prevented at
least 40-50% of unwarranted All-Way Stops from being installed.
The motoring public seem to accept the imposition of unwarranted
All-Way Stops, or if they oppose them, they do not make their views
known to the Traffic office or their political representative.
KITCHENER
We have been able to convince the politicians that All-Way Stops
are not the solution to speeding and excessive traffic volumes.
OSHAWA
In view of the small number of All-Way Stops we have, it is safe
to say the majority of politicians support our view that these
devices should not be used indiscriminately. Needless-to-say a
good many citizens and even a few police officers, promote All-
Way Stops as being a useful speed control device even in the face
of evidence to the contrary.
It is our intention to continue to use this form of control only
at locations of high collision experience and where other less
restrictive improvements fail to work.
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1025 '�
4.2 VIEWS OF THE POLITICIAN
' The politicians are receptive to proposals for installing All-Way
Stops whether technically justified or not. The majority of All -
Way Stop intersections have been approved by Council on the assump-
tion that they will either reduce the overall speed of traffic on
the street or deter the movement of through traffic.
'As local elected representatives have agreed with reports prepared
by the Traffic Engineering Department, listing the criteria to
which All-Way Stops are warranted, it is apparent that the local
elected representatives support the Traffic Engineering Staff in
their recommendations for or against an All-Way Stop installation.
'All-Way Stops are based on, in many instances, the vocal minorities'
preceived needs that the installation of and the frequency of stop
signs will inconvenience vehicular traffic movement to such a degree
that motorists will ultimately use another route.
*Politicians appear to support the warrant but under pressure con- ;I
ditions an occasional unwarranted All-Way Stop is installed by
resolution of Council .
'The politicians appear to be disenchanted with All-Way Stops in I
that they have been demonstrated to shift problems of through
traffic from one street to a neighbouring street, if their imple-
mentation. is not properly co-ordinated. As an example, the last
group of twelve request for All-Way Stops - none of which met the
warrants, eleven were denied by Council , only one was implemented.
'Council usually acknowledges the Engineering Staff's recommendation
as being technically correct; however, they, at' the same time, want
to satisfy the residents' concerns and take action to remedy the
so-called problem by recommending the implementation of All-Way
Stops. They feel the placement of one or two stop signs, particu-
larly on a low volume local or minor collector street, is seen as
a relatively harmless and inexpensive measure, and yet will provide
peace of mind for the residents.
'Members of City Council are in favour of the All-Way Stop control
and feel they are useful in controlling speed.
'All -Way Stops slow down traffic and make the streets safer for
children who do not have the benefit of sidewalks.
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When widely used they can create a perception with the driver that
every stop street is a 4-way stop and reduce attention to traffic
on the crossing street.
They can create annoyance to adjacent residences with perceived
noise and fumes of stops and they waste fuel ,
4.3 VIEWS OF THE POLICE OFFICER
All-Way Stops are an effective and efficient method of controlling
the flow of traffic and reducing the number of collisions occurr-
ing at troublesome intersections where traffic control , signals are 4
not warranted.
Would recommend the installation of warranted All-Way Stops but
would not recommend their installation if they were soley based
on community pressure.
i
The use of All-Way Stops in the vicinity of a school is a valuable
safety measure even though crossing guards are supplied.
i
Rolling stops are a problem at All-Way Stops in areas where there 1
is not a lot of pedestrian activity. The Police do not feel that 1.
All-Way Stops are being used as a method of speed control .
From strictly an enforcement point of view, All-Way Stops breed I�
disobedience for stop signs since drivers feel the hazard of a
right angle collision is reduced and tend to coast through with- !
out coming to a full stop. On the other hand, more often than fl
not, a reduction in accidents accompanies the installation of an
All-Way Stop which, from the point of view of the officer on patrol ,
means fewer accident reports to fill out.
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SPECIFIC COMMENTS RECEIVED r
N
There is no doubt several All -Way Stops are unnecessary and have
been positioned at locations in an attempt to discourage motor
vehicles from driving in the area.
I
Because of this situation, some people have advocated that All-Way
Stops should not be rigidly enforced and that so-called moving
stops would be sufficient. We cannot agree with this concept as
we feel that this would only encourage motorists to ignore neces-
sary traffic controls and render them useless.
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