STOP Sign Applications(Two-Way STOP & Multi-Way STOP) Analysis Major Street:
Minor Street:
Study Dates:
A. Traffic Volume
vph
B. Restricted View
Yes X No
C. Crash History
Crash(es)
Crash(es)
A. Traffic Volume
Yes X No
B. Crash History
Crash(es)
C. Minimum Volumes
C1
C2
C3
85-th % Speed: MPH
85-th % Speed: MPH
Veh Peds Bikes Total Veh Peds Bikes Total Veh Peds Bikes Total Veh Peds Bikes Total 40 40 0 0 265 265 39 39
70 70 0 0 188 188 71 71
47 47 0 0 179 179 75 75
57 57 0 0 173 173 103 103
43 43 0 0 180 180 173 173
51 51 0 0 147 147 159 159
69 69 0 0 196 196 199 199
53 53 0 0 147 147 91 91
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
6:00-7:00
Hours
Westbound
Freedom Parkway
0 The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hours for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour; but If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volumes warrants are 70 percent of the values provided in Items 1 and 2. 7:00-8:00
0 Where traffic control signals are justified, the multi-way stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal.
Has a traffic signal warrant study been conducted for this intersection that recommends installation of a traffic control signal? If no, Interim Multi-Way Stop not recommended Five or more reported crashes in a 12-month period that are susceptible to correction by a multi-way stop installation. Such crashes include right-turn and left-turn collisions as well as right-angle collisions.
The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day; and Crash records indicate that three or more crashes that are susceptible to correction by the installation of a STOP sign have been reported within a 12-month period, or that five or more such crashes have been reported within a 2-year period. (Such crashes include right-angle collisions involving road users on the minor-street approach failing to yield the right-of-way to traffic on the through street or Freedom Parkway E/O Padova Drive
Freedom Parkway W/O Padova Drive
0 Interim Multi-Way STOP?
Eastbound
Freedom Parkway
Freedom Parkway
Padova Drive
8/22/2023-8/24/2023
Two-Way STOP Installation Criteria based on Guidance from California MUTCD 2014 Edition - Rev 7 (Section 2B.06 02) Multi-Way STOP Installation Criteria based on Guidance from California MUTCD 2014 Edition - Rev 7 (Section 2B.07 04) The vehicular traffic volumes on the through street or highway exceed 6,000 vehicles per day(vph).
Restricted View ExistA restricted view exists that requires road users to stop in order to adequately observe conflicting traffic on the through street or highway; and/or Reason: No Parking on Major Street
Northbound
Padova Drive
Southbound
None
57 Satisfied
No
No
No
4878
8:00-9:00
14:00-15:00
43 D. 80% Minimum Values
B. Yes X No
C.1 Yes X No
C.2 Yes X No
A.
Yes X No
B.
Yes X No
C.
Yes X No
D.
Yes X No
Yes X No
Yes X No
Engineer's Stamp
Multi-Way STOP Analysis - Prepared by
Jaime O. Rodriguez, T.E. - Traffic Patterns
Multi-Way Stop Installation recommended at Freedom Parkway and Padova Drive Major Street(Functional Class):
Minor Street(Functional Class):
Would the installation of a Multi-Way STOP improve traffic operational characteristics of the intersection or the major street?
Locations near or adjacent to intersection that generate pedestrians.
Can the installation of the Multi-Way Stop eliminate vehicle/pedestrian conflicts at the intersection?
Locations where a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop; and An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where multi-way stop control would improve traffic operational characteristics of the intersection
Other criteria that may be considered in an engineering study include:
Are left-turn collisions occurring?
The need for control left-turn conflicts;
The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes;
Minor Arterial
Residential
Are there sight lines issues?
Locations
Monte Bella Community Park
Monte Bella Elementary School
Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition.
Crash history satisfied to 80% of the minimum values
Major Street satisfied to 80% of the minimum values
Minor Street satisfied to 80% of the minimum values
Factors to consider in the Engineering Study for Multi-Way STOP Installation (Section 2B.07 05) CERTIFICATION:
This Multi-Way STOP Analysis was determined in accordance with the recommendations set forth by the California - Manual on Uniform Traffic Control Devices (MUTCD) - 2014 Edition - Rev 7 and was conducted by a Registed Traffic Engineer within the State of California and Approved by the City of Salinas.