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<br />Traffic Control Devices <br /> <br />All-Way Stop Sign Implementation <br /> <br />Purpose <br />The All-Way STOP condition is primarily intended to address <br />either a higher than expected intersection crash frequency or to <br />be an interim measure at locations that have demonstrated a <br />need for a traffic signal installation, but where the signal cannot <br />be installed in a reasonable period of time. It is a common belief <br />that installing STOP signs on all approaches of an intersection will <br />result in fewer crashes. Research indicates that average crash <br />frequency at All-Way STOP controlled intersection is 50% higher <br />than thrulSTOP intersections. Also, there is no evident to suggest <br />that STOP signs decrease travel speeds. Source: FHWA Manual on Uniform Traffic Control Devle <br /> <br /> <br />RH <br /> <br />Effects <br />Volumes Little or no effect. <br />Speed Little or no reduction in speed, mid-block speed possibly increase <br />Traffic Noise and Air Little or no effect. <br />Traffic Safety In most cases, the installation of an All-Way STOP will increase the frequency of <br /> crashes. Only in those rare cases where the number of crashes with the <br /> Thru/STOP control is unusually high, is the forecast of safety improvement <br /> probable. <br />Advantages . Inexpensive installation costs (do require continual maintenance costs) <br /> . Defines driver's right-of-way <br /> . Increase opportunity for pedestrians to cross the roadway <br /> . May discourage cut-through traffic <br />Disadvantages . Can cause negative traffic safety impacts if sign is not warranted <br /> . May result in mid-block speeding <br /> . Increasing levels of intersection control are associated with increased <br /> frequency of crashes. <br /> . Difficult to enforce full stop control compliance <br /> . Could result in increase in speeds between the signs as drivers try to make up <br /> for lost time <br />Problems Targeted . Unusual conditions at intersection including crash frequency, turning patterns, <br /> delay and pedestrian conflicts. <br />Design . Traffic volumes and crash frequency thresholds need to be met as established <br /> in the Minnesota Manual on Uniform Traffic Control Devices. <br /> . The most effective deployment of the All-Way STOP condition is at intersections <br /> where the volume of traffic on the major and minor roads is approximately equa. <br /> <br />APRIL 2005 <br /> <br />18 <br />