Loading...
HomeMy WebLinkAboutA003 - Old Town Area Traffic Study - July 20, 1990 toll 11 Gault TO: Mayor and City Council FROM: Bob Kindred, Assistant City Manager DATE: July 20, 1990 SUBJECT: Old Town Area Traffic Study Update Several weeks ago, Council received a request from residents living on 9th Street to consider alternative traffic control measures in the area between the hospital/medical district and Downtown. Council directed staff to analyze traffic movement and make recommendations regarding possible improvements to traffic flow in the area. The City's Traffic Engineer, Scott Logan, is presently completing work on a comprehensive traffic flow analysis for the area bordered by 6th Street, Grand Avenue, 13th Street, and Duff Avenue. Final data collection and preparation of that report will be completed next week. Copies of that report will be distributed to Council members and to representatives of the Old Town area. A public meeting to present results of this study to area residents will be held on Monday, July 30th, at 7:00 p.m. in the City Council Chambers. The Old Town Neighborhood Association will assist in distributing announcements to every household and business within the affected boundaries. Staff will see that invitations to the meeting and copies of the report are sent to the Medical Center and McFarland Clinic. Our expectation is that input from the public meeting can be incorporated into a final report to Council which will then be placed on the August loth agenda for your consideration. /lw c: Steven L. Schainker, City Manager Paul Wiegand, Public Works Director Scott Logan, Traffic Engineer Old Town Area Traff ic Study City of Ames Traffic Department McF cinc Marff f � Cl � l� � 1" '�.. July 1990 Old Town Area Traffic Study Council during the June 12th meeting requested from staff a traffic study for an area bounded by Duff Avenue, Grand Avenue, 6th Street, and 13th Street. Staff has concluded this study and has detected traffic problems, especially along north and south streets. This report discusses these problems and traffic control strategies to reduce speeds, volumes, and accidents along the residential streets of Clark Avenue, Wilson Avenue, Burnett Avenue, Douglas Avenue, and Kellogg Avenue between 13th Street and 6th Street. This traffic study reviewed the following conditions in the Old Town Study area. 1 . Traffic volumes 2 . Traffic patterns 3. Traffic patterns to the Hospital 4 . Traffic Speeds on north/south Avenues and 9th Street 5. Intersection accidents ( 1984 to 1990) 6 . School routes 7 . Bus routes 8. Stop/yield placements . 1 Traffic Volumes Traffic on local streets is composed of two types : through traffic, which is making trips with both trip ends outside the neighborhood under consideration, and local traffic, whose travel patterns include one trip end within the neighborhood. Local traffic can be divided into five categories: three of these relate directly to the land use of the neighborhood, and two to miscellaneous service traffic: 1 . Traffic produced by residents of the neighborhood 2 . Traffic attracted to residences in the neighborhood-visitors, domestic employees, and so forth. 3 . Traffic generated by nonresidential land uses which may exist in the neighborhood. 4 . Sequential trips to service the area-such as postal and other deliveries, garbage pickup, police patrols, local bus services . 5. Traffic generated. by occasional activity withing the neighborhood-construction projects, utility repair.. emergencies and so forth. These categories of traffic enumerated above represent trips generated by residential land use activities within the neighborhood. The table below presents trip generation rates and regression equations from a commonly used U.S. source which can be used to obtain a rough estimate of the number of trips likely to be produced and attracted: Weekday Vehicle Trip Generation for Residential Areas Dwelling Type Avg. Range Regression Equation Trips per Dwelling Unit(DU) Single Family Detached Homes 10.1 4.3-21.9 2.6+0.94 G, (DU) (R2=.959) Apartments 6.1 0.5-11.8 51.0+5.92DU (R2=.932) Residential Condominiums 5.9 0.6-11.8 2.6+0.84 G, (DU) (R2=.820) Occupied Mobile Homes 4.8 2.3-10.4 No equation available Source:Institute of Transportation Engineers.1987. 2 Applying these generation rates to north/south avenues in the Old Town area, the estimated local traffic is shown in this table. Estimated Local Traffic Volumes Local FFDouglas Section Homes Apartment Traffic Units Volume e - 9th-12th 8 11 146 e - 6th-9th 12 40 360 Kellogg Ave - 9th-13th 24 29 414 Kellogg Ave - 6th-9th 10 56 436 Burnett Ave - 9th-13th 28 33 478 Burnett Ave - 6th-9th 11 43 368 Clark Ave - 9th-13th 31 27 472 Clark Ave - 6th-9th 13 42 382 Wilson Ave - 9th-13th 34 16 436 Wilson Ave - 6th-9th 14 40 380 This table does not account for the traffic generated from the hospital parking lots, businesses, grocery stores, car lots, churches and other traffic generators located along these streets . Traffic volumes were collected for a 24 hour period on all residential streets in this neighborhood. These volumes can be compared with these estimated local traffic volumes . The 24 hour period was selected due to the time element for counting all streets and concluding this study. With this count period, volume fluxations for traffic flow was expected to be not greater than 10% for any other traffic period. 3 Results Traffic volumes varied widely on the north and south streets . The heavier volumes were on Clark and Kellogg Avenues which are located midpoint between Grand and Duff Avenue, and are adjacent to larger generators such as the hospital, grocery stores, businesses, etc. The traffic counts taken during the June and July, 1990, are shown below. AVERAGE DAILY TRAFFIC COUNTS 1 1 1 99C i6a McFa 1aW Chic II eeiey t --- ! — 1 1 7 1 -- < ® < ® < < » Signalized Intersection ! Stop Sign 2 2 1 � 1 — ® Yield Sign i i M i4N M street City Hal CITY OF AMES i i 5tr,s�e Traffic Department 4 These traffic volumes indicate that more than 1,000 through trips are occurring along Kellogg and Clark Avenue. The expected local traffic is approximately 500 vehicles per day on these streets. These traffic volumes also indicate that heavier traffic than typical residential traffic is being experienced on Clark, Burnett, and Kellogg Avenues . Shown below in the table is an approximate guide for classifying average daily traffic (ADT) volumes on residential streets . Residential Traffic Traffic Classification Volume Light 250 - 500 ADT Medium 500 - 1,000 ADT Medium - Heavy 1,000 - 1,500 ADT Heavy 1,500+ Although the volumes on some of these streets are above the heavy residential classification, the streets remain in the residential street classification because the threshold traffic volumes for local residential streets is approximately 2,000 vehicles per day. A through street or collector would have a normal range of volumes between 2,000 and 5,000 ADT. Arterial streets have the largest volumes with more than a 5,000 ADT typically. During the data collection phase of this study, 9th Street was closed for construction. This created a situation where through traffic was physically cut off from using area streets. A good indicator of the through traffic volumes is the comparison of traffic volumes on Clark Avenue during and after the closure of 9th Street. The during and after counts were 580 and 1310 vpd, respectfully, which shows an increase of 730 vehicles per day. The volume collected indicates a significant percent of the vehicles represent through traffic, but only three segments exceed the volume threshold of 2,000 vehicles per day that is a guideline to separate residential street classification from collector street classification. This means that the area streets are not experiencing capacity problems since they are designed to handle this level of traffic. 5 Traffic Patterns . The review of traffic patterns for this area consisted of an origin and destination study which shows that a large number of motorists are using ,Clark, Kellogg, Burnett, and Douglas Avenues as through routes . These motorists were observed as beginning and ending their trips outside the bounded residential areas . Traffic movements was in the direction of the downtown business district and hospital areas . The higher volume of "through" traffic was on Clark, Burnett, and Kellogg Avenues . Data collection consisted of recording at least 43 trips for each street segment. Node numbers were used for designating the origins and destinations points for the trips . The entire neighborhood was divided into areas north and south of 9th street due to the difficulting of registering a trip for more than a five block length. This division of areas and node numbers is shown below. STREET NODE :.;:.;;;::.<.;:�......................:. ;;:< ::.:.<t:.;:.:: ::: .;:.;:.;:<.::.;:.;:.;::.:::::::::::::::::;.;:. DESIGNATIONS e c o Clinic :w n .. t9h BtrM a> Mary aMaY HospU own K O P O f T lE J ,M M n A MG 1 .p n Y _ r :.:. ::•::::w:Y::: .::::.:::w::}:v:::......:::iiiJ'iiiii"';i:':ii: iiiii............::.:...::::•.:w:.�::.::::::::i-i::.�:::::........ •:::.p.;}iiiiM i:!aL:;•;:IS:::;:.YF::ilM:::i:h;p;:.;N.;;::.1N.::.,.:f......URy.;; ;:.#::.:a»OJ:::i:.f:;r:::>:;a::>:c m sr... .w Pw •1Y •r AZ _ • M ® Signalized Intersection a Stop Sign ® Yield Sign en StrM M rks: =:iN;: :;:At:c:::::: CITY OF AMES Cily Hal Traffic Department 6 Trips were classified in four general types according to their points of origins and destinations . These trip classifications are listed and their descriptions are outlined in the following paragraphs . The listed types are: Type 1 . Through Traffic Type 2 . Residential Traffic Type 3 . Mixed Traffic Type 4 . Neighborhood Traffic Type 1 . Through Traffic Through traffic is defined as all vehicular trips that had both origin and destination points outside the neighborhood area. The schematic which illustrates these trip patterns is shown below. NORTH-SOUTH EAST-WEST THROUGH FLOWS THROUGH FLOWS IlLLiEl� EI y �E1:1� a f�.,.o a,,r„� , ' 0 YkW Sign �Sir CITY OF AM ES I�I �.. Traffic Department E] ra���MES nt Type 2, Residential traffic Residential trips are classified as either having origins and/or destinations points located on that street segment. These trips serve the residents on that street segment and are generated by their activites . Shown on the next paged are all the possiblities for these travel patterns . 7 ti I J RESIDENTIAL I I RESIDENTIAL P. TRAFFIC(N-S) - _ ,, „ .. TRAFFIC(E-VV) Lam_ �.. LLA,t LA : , . p.Wd—WTMc , , — — P"der WTnTie �-,F= Stop Sign n — �w CITY OF AMES CITY OF AMES 5 4w Traffic Department Traffic Department Type 3 . Mixed traffic These trips either originate or end outside the neighborhood and serve other streets located in the neighborhood. These trips may be through or residential traffic depending on their trip purpose. Because these trips could not be followed, their purpose was unknown. Shown are all the possibilities of these trips. MIXED MIXED TRAFFIC(N-S) TRAFFIC(E-W) ® . P11111 H W d T t tVAd T.A. • 1 � � � � !� (rF . M.n.ction $5 i � a . Slprh.0 M.rwnion - 9np Sign • �P� asp, a; Y I • • • Yield Sign ,w 4w CITY OF AMES w CITY OF AMES Traffic Department Traffic Department 8 Type 4 . Neighborhood traffic These trips both originate and end on other streets in the neighborhood. Most likely, these trips are circulatory trips in the neighborhood. Shown are the possible trip patterns for this traffic. NEIGHBORHOOD NEIGHBORHOOD TRAFFIC(N-S) TRAFFIC(E-W) Pa <, no,e r,.ft °� , a, T—— 7 f—�N.;p,ea+,,,e r„ft SMP &W Son Sir s -- .. -r.»w so, I M�� • YWW Sir �- CITY OF AMES .... CITY OF AMES Traffic Department Traffic Department i 9 Results Survey results show that the north/south avenues had as much as 59% through traffic. This was observed on Clark Avenue from 13th Street to 9th Street. Kellogg ; Burnett, and Clark Avenues had the highest percentage of through traffic in the neighborhoods . The following table shows the percentage (%) and volume of the types of traffic along these streets . The north/south streets were analyzed separately from the east/west avenues due to the different characteristics of the traffic flow. North-South Street Traffic Average Through Residential Mixed Neighborhood Street Section Daily Traffic $ Volume 8 Volume 8 Volume 8 Volume Douglas Ave - 9th-12th 690 11.9 82 10.7 73 38.0 262 39.4 271 Douglas Ave - 6th-9th 1070 28.6 306 34.5 369 32.1 343 4.8 51 Kellogg Ave - 9th-13th 1910 20.0 382 29.4 561 37.6 718 13.0 248 Kellogg Ave - 6th-9th 1860 39.3 730 17.9 332 25.0 465 17.8 331 Burnett Ave - 9th-13th 1050 46.9 492 18.8 197 24.4 256 9.9 103 Burnett Ave - 6th-9th 1010 30.5 308 16.5 166 46.0 464 7.0 70 Clark Ave - 9th-13th 1470 59.4 873 10.2 149 26.0 382 4.4 64 Clark Ave - 6th-9th 2300 36.1 830 21.0 483 32.7 752 10.2 234 Wilson Ave - 9th-13th 500 16.4 82 27.3 136 49.2 246 7.1 35 Wilson Ave - 6th-9th 300 12.5 37 66.7 200 20.8 62 0.0 0 10 The through traffic on these streets was of concern because of its ' speeds and volumes . The distributed through traffic is shown on the neighborhood street system diagram inwhich Clark Avenue has the predominant through flow. VOLUME-PERCENT THROUGH TRAFFIC ;k:< :sx:,-i6 r .� xX Lis Is u,y Ck* ` ' L> Mary a-84Y :. 121h Sheet HOSPAU 11 th Street s31�; g0 870 490: 380 80 a fi: 16.4% 46 9% 20.OX 11 9%: Q .E G O _ -•�a: _ M ems: :���,,�� F : sA'. 40: 820: 310 730: 310: Signalized Intersection ® ,. .OWN125% 36;1% 30S%; 39.3X 28:69. �-� « : Stop Sign o Yield Sign Bth Sheet � YH4 CITY OF AMES Citffic De artment S� N � Tra p 11 As a comparison, the types of traffic volumes were also observed for the east/west streets in this neighborhood. The "high" percentage for through traffic was recorded on loth Street with 3% indicated. The 9th Street traffic was not classified since it's a designated through street. On these east/west streets, the predominant flow was residential traffic. . The traffic volumes and percentages of traffic are shown in this table on the next page. East-West Street Traffic Average Through Residential Mixed Neighborhood Street Section Daily Traffic 8 Volume 8 Volume 8 Volume $ Volume 12th Street 370 0.0 0 82.4 304 8.8 32 8.8 32 llth Street 1160 0.0 0 52.2 605 14.1 163 33.7 390 loth Street 610 3.0 18 59.0 359 22.0 134 16.0 97 8th Street 690 0.0 0 58.3 402 25.0 172 16.7 115 7th Street 1190 1.2 14 72.6 863 11.9 141 14.3 1 170 12 Hospital/McFarland Clinic Traffic Patterns An analysis of traffic patterns *to the hospital and McFarland Clinic indicated that the majority entered the hospital from Duff on llth Street and from 13th Street on Kellogg Avenue. . There also was a large number of motorists traveling to and from the hospital on Kellogg Street from 9th Street. Two methods were used to collect data for this analysis. First, the traffic movements were recorded at the hospital/clinic entrances at the Douglas/llth Street and Kellogg/12th Street intersections, and also midblock on Kellogg between llth Street and 12th Street. These counts gave the - directions of the. traffic entering and leaving the hospital/clinic's parking lots. Daily traffic counts on llth Street at the 100 and 200 block, and on Kellogg Avenue at the 1200 block were also used to obtain the total daily volume generated to hospital from the adjacent streets . Results The traffic patterns to the hospital were mainly distributed between motorists traveling north and south bound on Kellogg Avenue, and motorists westbound on llth Street. The total daily traffic to the hospital was 2,530 trips inwhich many were traveling to the McFarland Clinic's parking lot. The daily trips to the hospital from adjacent streets are illustrated on the next page. 13 Hospital/McFarland TripPatterns 1 3th Street 704 637 821 Cz 6 g Q 958 CD Q O 163 636 0 35 ` 636 159 7 11 th Street 1�* '91 4 159 * * 33 67 597 226 * Traffic volumes to other hospital access points 14 Traffic Speeds An analysis of motorist's speeds showed that excessive speeds were measured on north/south avenues . Typical motorist speeds in residential neighborhoods should not exceed 25 miles per hour. Residential speed limits are 25 miles per hour on all streets in these neighborhoods . Speeds were measured only on north/south avenues . East/west streets were not included since yield controls forced traffic to slow at most intersections . Speeds were measured along streets during at least a 24 hour period using traffic recorder instruments . Results Speeds were highest on Clark and Kellogg Avenues where averages were above 25 miles per hour. These higher traffic speeds could be attributed to the high percentage of through traffic. This traffic maintains a faster speed to travel to destinations outside, the neighborhood. The average and 85% percentile speeds are shown on the neighborhood street system diagram on the next page. The 85% percentile speed indicates the speed inwhich 85% are travelling at or lower. 15 AVERAGE SPEEDS MGFartand Cirrc Mary C—eley Hospital } S 8 [E B Y�iky r a0 NO• Q r��. .� °``�y+:'F' y:">.` d` e :`i:r��.��N;. e: ;n`�.�a` �T �.•�":s, rHs*§��:i. j Q ` < s NB s e ab. Y O se r,B Traffic Direction Average Speed (mph) .Q S B <' S B s El ' 85%Speed(mph) V m Signalized Intersection sm so-eet ; :: .... .: Viz:;':"a'r....•: .: .. 3 CITY OF AMES Y Qly Had 5>nem Traffic Department _ .'ate 16 Accidents Accident data showed that intersections within these neighborhoods had higher accident rates in comparison with other residential streets. Accident frequency at each intersection varied during the years, however, some intersections had significantly larger accident rates than others. Accident data was collected during the 1984 to 1990 period by accessing records from the Iowa Department's ALAS files. This source is used by both insurance companies and Iowa Department of Transportation officials for analysis of driver's records and accident statistics . Results The accident analysis showed that many intersections with yield sign controls were experiencing higher than normal accident rates. This may be the result of higher speeds and/or. the higher traffic volumes on the north/south avenues. Approximately 90% of these 136 accidents were right-angle accidents inwhich driver error was a contributing factor. Driver error could be attributed to misjudging speeds along these streets . These accidents included three pedestrian and one pedacycle mishap. Accident statistics also show that intersections on Kellogg had more accidents than on other neighborhood streets. The state average accident rate is 0.9 accidents per million enter vehicles. Sixteen intersections of the twenty-seven -either exceeded this rate or had a relatively similar rate. Accident numbers and rates for a six year period are shown on the next page. 17 Hospital Area Traffic Accidents by Year Year Estimated Accident Street Intersection Daily Rate 1984 1985 1986 1987 1988 1989 1990 Totals Volume (mev) llth St & Douglas Ave 2 1 3 2300 0.5498 loth St & Douglas Ave 1 1 2 960 0.8781 9th St & Douglas Ave 1 1 2210 0.1907 8th St & Douglas Ave 1 1 1 3 1420 0.8905 7th St & Douglas Ave 1 2 3 2190 0.5774 llth St & Kellogg Ave 1 5 3 5 2 1 17 2650 2.7039 loth St & Kellogg Ave 1 1 1 1 2 4 10 2050 2.0561 9th St & Kellogg Ave 1 3 3 1 8 3020 1.1165 8th St & Kellogg Ave 1 1 2 2 6 2070 1.2217 7th St & Kellogg Ave 5 1 2 3 1 2 14 2840 2.0778 12th St & Burnett Ave 1 1 2 1470 0.5735 11th St & Burnett Ave 1 2 3 1400 0.9032 loth St & Burnett Ave 2 2 1370 0.6153 9th St & Burnett Ave 1 1 2 1 5 2400 0.8781 8th St & Burnett Ave 3 1 2 1 1 8 1430 2.3580 7th St & Burnett Ave 3 1 2 3 1 10 2200 1.9159 12th St & Clark Ave 1 1 2 4 1990 0.8472 llth St & Clark Ave 1 1 1 1 4 1920 0.8781 loth St & Clark Ave 1 1 2 1890 0.4460 9th St & Clark Ave 3 1 1 2 3 10 3200 1.3172 8th St & Clark Ave 1 1 2 1 1 6 2450 1.0322 7th St & Clark Ave 1 1 2 4 3220 0.5236 12th St & Wilson Ave 2 1 3 960 1.3172 llth St & Wilson Ave 1 1 890 0.4736 loth St & Wilson Ave 1 2 1 4 860 1.9604 9th St & Wilson Ave 0 1650 0.0000 8th St & Wilson Ave 1 1 790 0.5335 7th St & Wilson Ave 0 1 1560 0.0000 Totals 29 16 16 26 26 13 10 136 Accident frequency at some intersections indicate that stop signs would be more applicable for safely controlling traffic. Warrants based on a FHWA study state that stop controls should be placed at intersections which had more than three accidents in a four year period. Intersections with this accident experience that currently have yield signs are: llth Street and Kellogg Avenue 8th Street and Kellogg Avenue 7th Street and Kellogg Avenue 8th Street and Burnett Avenue 7th Street and Burnett Avenue 12th Street and Clark Avenue 8th Street and Clark Avenue loth Street and Wilson Avenue 18 By placing stop signs at these locations , there would be 16 stop controlled intersections in the Old Town Area which has a total of 27 intersections . Ten intersections would have yield signs and one intersection would have no control . Intersections are shown below which either meet warrants for stop control or have existing stop signs . The bold numbers at the intersections indicate the number of accidents during this six and one-half year period. EXPECTED STOP 1 k .n�:� �a�. � �i��: .,.. .:!!, .�� I CEMENTS :;;i�;ixK�..�-...::�:: !�.�. !,, ��,- SIGN PLACEMENTS* McFarland Ckvc •Accidents compiled from January 1984 to May 19W Mary Greeley 121h Street Hospital 4NO ¢ w k n:! .:: ......... Exist ing Stop Sign 01 nj '"'yE`iGk= ?Ikki "::!.: ik. t Warranted Stop Sin saes �::�.t 9 E; !s Q > :.i.:ROME ed Intersecti Signalized n 4 ® g "«th so-eet SP9 to Sign kki.. s v Yield Sign ,street ip:'�a'?i� ..,:!: �Iji:4 ���.. " ! Cily Hal CITY OF AM ES i s 5>nstreet" Traffic Department 19 School Routes The elementary school children in this neighborhood attend Roosevelt School . The safe school routes show that children are traveling mainly on 9th Street, 13th Street, and Grand Avenue to cross at the Grand Ave/9th Street signalized intersection. These school routes are shown below. SCHOOL ROUTES WFulrid C Mary(3raeleY ianetr.9 HocpMd i in a.w w w Portable Stop& Crossing Guard Signal&Crossing Guard -00-Safe School Route Signalized Intersection = Stop Sign ® Yield Sign : . ....... CITY OF AME city Nd Traffic Department 20 Bus Routes Cy-ride bus routes are shown on this page. Routes are only on Clark Avenue from 6th Street to 9th Street, and on 9th Street from Clark Avenue to Grand Avenue. BUS ROUTE McFwkYW Mxyare4wey 121e s•.w 4*1 ..........:::................:::.................::. ,. •Ih BtrM .......... ..................... ftse.0 Red Gar-Ride Route ®� ; J. �•' Green Cy-Ride Route Eel ® Signalized Intersection ® mom.«I : Stop Sign iai' 9 Yield Sign s w CITY OF AMES aty Hal Traffic Department 21 Existing Sign Placements Currently stop and yield signs are placed on these neighborhood streets predominantly on the east/west streets . Except for the signs located on the 9th Street intersections, the east/west streets have signs placed on them at their intersections with north/south streets . The reasons for placing intersection controls to favor the north/south avenues include evenly distributing the through traffic on these streets . Existing placement of controls are shown on the diagram below. EXISTING :...............:::::..:.. :.:::.:::.:s:: .:::.:::.:::.:::::.::.: :::::::::::::::.:::.:: S IG NAG E Maori" ....... ... ...... ..... : . wn Steot >> ® Signalized Intersection Stop Sign ® ® Yield Sign s « ., ■C AM ES K S cry Hal s 5t, t Traffic Department 22 Conclusions and Recommendations . The results of this study indicate that traffic conditions were less than favorable along the north/south avenues. These streets are experiencing more accidents, higher speeds, and higher traffic volumes than typically encountered on residential streets. Factors such as the stop and yield sign placements that favor the north and south bound traffic, and the residential area's proximaty to the hospital, downtown business districts, and other. large traffic generators are contributing to these traffic problems. These traffic problems can be associated with the amount of through traffic volumes on these neighborhood streets . Currently a heavy traffic flow for residential streets is being experienced on some of these north/south avenues inwhich through traffic contributes to more than half the volume. Residential streets should be protected from this through traffic; vehicles traveling on these streets should have a trip origin or destination in the area served by them. Through traffic is characterized by higher speeds. By eliminating this traffic, it's conceiveable that speeds and accidents can be significantly reduced. One solution to improving traffic conditions is to impede the through traffic. Alternate strategies include heavy speed enforcement, street blockages, and/or modifying the stop/yield sign placements. The simplest solution is the former alternate, inwhich sign placements are alternated on the north/south and east/west streets. There are four alternate sign placement schemes which were reviewed for this area. These are listed with further explanation for each. 1. 1st alternate sign placement scheme that has no north/south through route designations. 2 . 2nd alternate sign placement Scheme that has no north/south through route designations. 3. Designate Burnett Avenue as a through route and alternate signs on other neighborhood streets. 4 . Designate Clark Avenue as a through route and alternate signs on other neighborhood streets. 23 These schemes show two-way stop sign placements at all intersections where warrants are met and also at the Clark/llth and Burnett/llth intersections . Stop controls are recommended at these intersections for reducing accidents in the Old Town neighborhood. Accidents experience would be improved by installing stop controls at these intersections . Even though the Clark/llth and Burnett/llth intersections do not meet stop control warrants, a number of accidents have occured at these intersections. Also these intersections have similar roadway. conditions as the higher accident locations including traffic volumes, speeds, parking, and landscaping. It could be assumed that warrants would be met in the future for stop controls at the Clark/llth and Burnett/llth intersections. . These stop controls would improve conditions because the yield controls haven't been effective in reducing accidents at these intersections . Accident experience is higher than average rates at these yield controlled intersections compared with other city intersections. The average accident rate at other yeild controlled intersections in the city is 1.26 accidents in this six year period, whereas the Old Town intersections average five accidents. By comparison with the accident numbers at stop controlled intersections in the neighborhood, the accident numbers at 8th/Clark (4) and llth/Douglas (3) intersections are significantly less. 24 Alternate 1 . This sign placement scheme which would reduce through traffic flows on north/south avenues consists of placing one more stop control on Burnett Avenue than on other north/south avenues . Stop signs placed on these streets would be located at 13th, llth, 9th, 7th, and 6th Street. The other north/south avenues would have stops placed at 13th, loth, 9th, 8th, and 6th street. The llth and 7th streets would have one more stop typically than the 12th, loth, and 8th streets . The advantage to this plan is that traffic must stop at least at every other intersection travelling both east/west and south/north directions . Shown below is this signing plan. ALTERNATIVE #1 Le' SIGNAGE McF Cklic rW Mary Ckeeley .`'' 12th Street HospU fiE: :n ii N �yNiA. loy Mwi MrH v o Street E.- - �X!'r A 871 Street ."k y N Ash; b € a a a Signalized Intersection « x 711 Street : Stop Sign w o Yield Sign w;r .. . : :;.x. CITY OF AMES GlY Hall Lam i 5,heeto Traffic Department 25 Alternate 2 . This signing scheme alternate which would reduce through traffic flows on north/south avenues consists of placing one more stop control on Clark and Kellogg Avenue than on other north/south avenues . This strategy would reduce the predominant through flows on Kellogg and Clark Avenues . The advantage to this scheme is that through traffic to the hospital is largely impeded by placing stop signs strategically on Kellogg and Douglas Avenue. It also favors llth Street flow from Duff to the hospital entrance on Douglas . Shown below is this signing plan. 3 ALTERNATIVE #2 SIGNAGE McFarland Cklic M� 44? 12th street M street y3 ':"� « Bth Street ® Signalized Intersection Y streetis '. !` w Stop Sign v Yield Sign r ::. s 6 a s street M! » ! CITY OF AMES £tiy /y#y HA " NI. s sthseeet Traffic Department 26 Alternate 3 . This signing plan would be implemented if Burnett Avenue would be designated a through route in the neighborhood. Burnett Avenue is located mid-point between Grand and Duff Avenue and a three block spacing is typically used for through routes. The advantage to this signing plan is that it would reduce greatly the predominant through traffic on Kellogg and Clark Avenues . This plan also impedes through traffic flow to the hospital on Kellogg and Douglas Avenues . Shown below is this plan. ALTERNATIVE #3 SIGNAGE McFCklic nC a M� 12tF1 Sleet .S5g %rS s8. �4 }: 9C1 Street ' is X lob kA « M Street b _ ® Signalized Intersection « Y MStrom : Stop Sign ® Yield Sign M street h Cily HaA ?�: CITY OF AMES Lad 1 1 61s SthSr"t Traffic Department 27 Alternate 4 . This signing plan would be implemented if Clark Avenue would be designated a through route. Clark Avenue has the predominant through traffic to the business districts . The advantage to this plan is that it would greatly reduce the through flows on the other neighborhood streets . This plan also impedes through traffic flow to the hospital on Kellogg and Douglas Avenues . Shown below is this plan. ALTERNATIVE #4 ! SIGNAGE aMcFarland Clinic Mary Greeley 12th street Hospital Mi y:t{ 1100 4e w > •E e1 s 9tl1 Street Y 41.":'tee:.' 'i:£i!4'. ::E:x::•s:"..¢:;4 ,;: v;;4E'e': v.!4!Y'Y iSx4Ex Y .e;jr s r FS Oak stir: > e I ii b ® Signalized Intersection Y Stop Sign o Yield Sign p cityHom « �street CITY OF AMES 5>1s Traffic Department 28 The recommended signing scheme is alternate #2 This scheme addresses the additional warranted stop signs placements, and also the addition of stop sign controls at the Clark/llth and Burnett/llth intersections . This alternate is preferred over #1 because it emphasizes disruption of the predominant north/south through movements on Kellogg and Clark Avenue. It also encourages flow to the hospital and clinic parking lots from Duff Avenue on llth Street.