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Montclair Township

Engineering

Kimberli CraftMontclair Township Engineering Bureau
219 North Fullerton Avenue
Montclair, NJ 07042

Kimberli Craft, Township Engineer
973-509-5707
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The Montclair Engineering Bureau is primarily responsible for design and construction management for capital improvements to Township infrastructure. Program areas include street improvements, parks, and drainage/storm sewers. The Township Engineer also serves as the designated Stormwater Program Coordinator for Montclair, in compliance with New Jersey's Stormwater Management regulations adopted in 2004.

Other responsibilities of the Engineering Bureau include permitting and inspections for private construction of sidewalk, curb and driveway aprons; traffic engineering and safety studies; maintenance of Township street and tax maps; and assistance to residents with engineering-related matters.

The Montclair SAFE initiative was recently launched to support walking and bicycling through improved infrastructure and to raise awareness of the many efforts underway to make our streets safer for all road users. SAFE = Streets Are For Everyone! In addition to a needed focus on safety of pedestrians and cyclists as the most vulnerable road users; we also support walking and cycling to enhance health, reduce traffic congestion, promote economic development and improve the overall quality of life throughout our community.

The Engineering Bureau on Facebook (MontclairSAFE) and you can follow us on Twitter @MontclairSAFE.



Procedure for Implementing Multiway Stop Intersections PDF Print E-mail

Background

The decision where and when to use stop control at an intersection is one that is regulated nationally by the Manual of Uniform Traffic Control Devices or MUTCD, which defines the standards for use of all traffic control devices. There is specific guidance regarding the use of “Multiway Stop Applications” in the 2003 MUTCD. Until recently, extensive NJDOT review and approval was required for all proposed stop sign installations, including multiway stop conditions.

Under the recently revised statute [N.J.S.A. 39:4-8b(1)], a municipality may without approval of the Commissioner of Transportation “designate any intersection as a stop or yield intersection and erect appropriate signs” on any street fully under municipal jurisdiction. It also allows for designation of a stop intersection within 500 feet of a school, playground or youth recreation facility. It further requires the stop street be contiguous to the facility.

However, this enabling legislation does not supersede the provisions of the MUTCD, which still apply. What the legislation does is provide for a more streamlined review by NJDOT and it recognizes that engineering judgment can and should be exercised in assessing conditions unique to particular locations; specifically those near schools and other facilities where children are more likely to be present as pedestrians.

Requirements

According to the new statute, there are specific steps required for implementation of multiway stops as follows:

1. Conduct an engineering study, which must include traffic counts and crash data. Speed data is optional. Other criteria to be considered are the need for additional control for left turns or vehicle-pedestrian conflicts.

2. If the multiway stop is recommended, the Municipal Engineer shall, under their seal as a licensed professional engineer, certify to the Township Council that the multiway stop has been approved.

3. The traffic ordinance establishing the stop condition is then submitted (along with the letter report and certification) to the Township Council for approval.

4. Once the ordinance is approved by Township Council, the Township Clerk must within 30 days forward the following documents to NJDOT by certified mail, return receipt:

A. Two certified copies of the ordinance

B. The Municipal Engineer’s signed and sealed certification.

C. The Municipal Engineer’s letter report summarizing the investigation

Procedure for Implementing Multiway Stop Intersections Page 2 October 4, 2008

D. Traffic counts

E. Accident data

F. Speed monitoring data, if applicable

G. Plan showing proposed signage and markings in conformance with MUTCD 2B.04

5. NJDOT has 90 days to review, unless the location is within the 500 ft. school or youth facility criteria. In this zone, the Township can install signs and markings immediately on passage of the ordinance (including temporary advance warning signs). For other locations, we must wait for NJDOT approval. If no action is taken by NJDOT within the 90 days, the ordinance is considered approved.

Recommendations

It is my recommendation that multiway stop applications be considered for only those intersections within the area of special consideration that has been established by the Legislature; i.e. within 500 ft. of a school, playground or youth recreational facility. Accordingly, enclosed is the proposed procedure for use when multiway stop intersections are requested.

This procedure has been developed to formalize the steps to be taken in determining when multiway stops may be implemented on municipal streets.

Definitions:

“School” - a public or private school, serving children grades Kindergarten through 12. “Playground” – an outdoor recreation area for children that is open to the public, typically associated with a school or within a public park.

“Youth recreation facility” - a place regularly used by children ages 5 through 17 for recreational purposes. It does not have to be for the exclusive use of this age group, e.g. public parks, YMCA, Clary Anderson arena, public library, etc.

Steps:

I. Is the intersection within the area of special consideration (500 ft. radius) surrounding a school, playground or youth recreation facility?

A. If it is, then go to step II.

B. If it is not, no further consideration shall be given.

II. Is the street to which stop control is to be applied contiguous to the school, playground or youth recreation facility?

A. If it is, then go to step III.

B. If it is not, no further consideration shall be given.

III. Collect and summarize crash data and traffic counts. Per MUTCD, the location should meet at least one of the following conditions.

A. Average approaching volume (both directions) on the major street exceeds 300 vehicles per hour for any eight hours of an average day

B. The combined vehicular, pedestrian, and bicycle approaching volume (both directions) on the minor street averages at least 200 units per hour 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,

C. 5 or more crashes susceptible to correction by a multiway stop have occurred over a 12 month period.

D. Criteria A, B or C are each satisfied to 80 percent of the value.

Other considerations may include the need to control left-turn conflicts; need for control of vehicle/pedestrian conflicts; impaired sight distance at the corners that cannot reasonably be corrected by other means; and intersections of two similar streets where multiway stop control may improve traffic operational characteristics.

IV. The Township Engineer shall prepare a letter report summarizing the findings of the investigation and indicating whether the multiway stop meets the criteria for approval.

V. If the location is approved, the Township Engineer shall certify same to the Township Council and draft the ordinance establishing the new stop condition.

 
Traffic Calming Devices Summary PDF Print E-mail
Calming Device Device Description Pros Cons Available for Use
Lane/Shoulder striping (traffic markings) Traffic striping along the edge line of a street, which narrows the travel lanes at that location. • Easy to implement
• Low cost
• None On any street.
Rumble Strips A series of raised transverse stripes (traffic markings) • Easy to implement
• Low cost
• Create noise
• Unpopular with residents
On any street. Note: these devices are primarily used on highways, not on residential streets.
Bump-out (also known as Bulb-out or Choker Curb extensions at mid-block or intersection corners that out or Choker) narrow a street by extending
the sidewalk or widening the planting strip.
• Somewhat effective for slowing traffic
• Relatively inexpensive
• Create difficulties for snow plowing
• Require municipality to take over snow plowing when used on County roads
On any street.
Speed Bump Short raised area of pavement, typically 3 to 4 inches high and 8 to 12 inches wide. • Very effective for slowing traffic
• Inexpensive
• Unsafe at even moderate speeds
• Create problems for maintenance vehicles (snow plowing, street cleaning, etc.)
These devices can not be used on public streets. They are typically used in parking lots and private drives to maintain very low speeds.
Speed Hump Rounded raised areas of pavement typically 12 to 14 feet in length; normally installed in a series. • Effective for reducing speed
• Relatively inexpensive
• Increased emergency response times
• Create problems for maintenance vehicles (snow plowing, street cleaning, etc.)
Only on local streets in exceptional circumstance as described hereinafter; will not be considered for primary emergency response routes.
Speed Table Long raised humps with a flat section in the middle, and ramps on the ends; sometimes constructed with brick or other textured materials on the flat section. • Effective for reducing speed
• Relatively inexpensive
• Increased emergency response times
• Create problems for maintenance vehicles (snow plowing, street cleaning, etc.)
On local and County streets in exceptional circumstances as described hereinafter; will not be considered for primary emergency response routes.
Raised Intersection Flat raised areas covering entire intersections, with ramps on Intersections all approaches, and often with brick or other textured material on the flat section and ramps. • Effective for reducing speed
• Very expensive
• Increased emergency response times
• Create problems for maintenance vehicles (snow plowing, street cleaning, etc.)
Only on local streets in exceptional circumstance as described hereinafter; will not be considered for primary emergency response routes.
Closure Full or partial closures of a street; typically done only after other measures have failed or been determined inappropriate. • Effective for reducing cut-through traffic
• Relatively inexpensive
• May require re-routing of collection services (leaf, refuse and recycling) Only on local streets, after other measures have been determined to be ineffective; NJDOT approval is required.

NOTE: Other types of traffic calming devices may be approved in the case of exceptional circumstances, following evaluation of measures on the preceding list and a conclusion that such measures would be ineffective or objectionable.

 
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