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Brumbelow Road at Tuckerbrook Lane

Project Current Phase: 

Brumbelow-Tuckerbrook ribbon cutting
View the concept [PDF]

Provide your input on this project:

Submit your feedback via the online form

View the Dec.  9 Public Input Meeting Presentation

Presentation Slides [PDF]

FAQs / Public Comment Responses

Public Comment Responses [PDF]

Four-Way Stop Information

This intersection does not meet regulations as outlined below from the Manual on Uniform Traffic Control Devices (MUTCD) section 2B.07:
  • 2B.07-03: The decision to install multi-way stop control should be based on an engineering study.  A four-way stop was not recommended in the engineering study conducted.
  • 2B.07-04.C: “Multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal”  There are 93 homes in the Wynbrook subdivision which according to the ITE trip gen, about 9.44 daily trips per home.  The volumes are not equal as Wynbrook is anticipated to generate about 878 daily trips, and  Brumbelow Rd generates 4,698 trips per day (2020 counts).
    • Based on the engineering study, the side street traffic volumes do not warrant a stop sign as per the peak hours shown below:
Brumbelow at Tuckerbrook
  • 2B.04-05: Stop signs should not be used for speed control
  • 2B.07-05.A & C: Left turns and sight distance were taken into consideration in the engineering study.  However, due to the volume difference here and the negative impact to the LOS on Brumbelow Rd, a four-way stop could not be considered.
Manual on Uniform Traffic Control Devices (MUTCD) section 2B.07 Multi-Way Stop Applications

01 Multi-way stop control can be useful as a safety measure at intersections if certain traffic conditions exist. Safety concerns associated with multi-way stops include pedestrians, bicyclists, and all road users expecting other road users to stop. Multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal.

02 The restrictions on the use of STOP signs described in Section 2B.04 also apply to multi-way stop applications.

03 The decision to install multi-way stop control should be based on an engineering study.

04 The following criteria should be considered in the engineering study for a multi-way STOP sign installation:

  1. 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.
  2. 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.
  3. Minimum volumes:
    1. 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
    2. 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 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; but
    3. If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in Items 1 and 2.
  4. 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.

05 Other criteria that may be considered in an engineering study include:

  1. The need to control left-turn conflicts;
  2. The need to control vehicle/pedestrian conflicts near locations that generate high pedestrian volumes;
  3. 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
  4. 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.

Traffic Signal Information

The City of Johns Creek uses the traffic signal warrants set by the Manual on Uniform Traffic Control Devices used to determine the feasibility of a traffic signal at a given intersection.  There are nine warrants, and one or more must be satisfied before considering the installation of a traffic signal: 
  • Warrant 1, Eight-Hour Vehicular Volume
  • Warrant 2, Four-Hour Vehicular Volume
  • Warrant 3, Peak Hour
  • Warrant 4, Pedestrian Volume
  • Warrant 5, School Crossing
  • Warrant 6, Coordinated Signal System
  • Warrant 7, Crash Experience
  • Warrant 8, Roadway Network
  • Warrant 9, Intersection Near a Grade Crossing
None of the nine warrants are met for both study intersection: Brumbelow Rd at Tuckerbrook Ln and Buice Rd at Spruill Rd.  Warrants 1-4 are based on traffic and pedestrian volumes.  Both intersections do not have sufficient side street traffic volumes, nor sufficient pedestrian volumes to warrant the installation if a traffic signal. Neither intersection is located within the vicinity of a school crossing so Warrant 5 is not met. Warrant 6 is not net since both intersections are too far from nearby signals, more than 1,000 feet; thus progressive movement and proper platooning of vehicles would not be achieved.  There have been less than five crashes reported within a 12-month period for both intersections, so Warrant 7 is not met.  Warrant 8 has additional volume requirements that are not met.  Finally, neither intersection is located near a railroad crossing so Warrant 9 is not met.