Frequently Asked Questions

Although the use of sophisticated technology allows signal light to operate more efficiently, it also introduces the potential for malfunctions to create significant traffic problems. Modern signal systems utilize electronic sensor loops to detect the absence and presence of vehicles. These detector loops are subject to the following modes of failure:
1. The sensors may not detect a vehicle waiting for a green light. This problem can be caused by a number of factors: a. Vehicles stopping behind or in front of the detector loops. Drivers should pay close attention to the "Stop Lines" (12" - 24" thick white lines) at a signalized intersection making sure they stop and remain stopped just behind the stop lines. b. The detectors may have malfunctioned due to a variety of reasons. Often, such a problem can be fixed by a technician visiting the signal controller cabinet and "resetting" the detector. c. Physical makeup of vehicle is not detected by loop. Although this problem has been reduced by advancements in loop technology, occasionally problems still crop up If you repeatedly experience problems with your vehicle being detected, report the problem to the Engineering Department. Some adjustments to the sensitivity of the detectors are possible.
2. The sensors may detect a vehicle waiting for a green light even though one is not present. This can cause considerable problems with mainline traffic during peak volume hours because the signal will give large unnecessary periods of "green" to the minor street cross traffic which really does not exist. This problem is most always the caused by malfunctioning detectors. Often, such a problem can be fixed by a technician visiting the signal controller cabinet and "resetting" the detector.
Contact the Engineering Department at 425-0900 to report problems with the signal lights within the City. For additional information about traffic signals, click here.

Newer lots in the City often have buried metal “property irons” at the corner of lots. A rented metal detector can help you to locate those. Older lots created quite some time ago likely only have “property irons” if a past owner or adjacent owner hired a professional surveyor to establish them. You may have documentation from when you purchased your property regarding the lot dimensions of the property and perhaps showing a physical location of your garage or home. From this information, you can approximate where the property lines are. One good step to take from a time/cost/neighborly relations standpoint is to talk to your neighbor to find out where they believe the property line is. The only way for a property owner to accurately determine where his or her property lies is to hire a Professional Surveyor. Surveying firms are listed in the Yellow Pages. The City does not have a Professional Surveyor on staff and is unable to locate property lines for residents.

Some drivers have raised a concern that the tall grass in the median may block the line of sight for an eastbound vehicle to see a pedestrian in the crosswalk of the westbound lane. This is good in that it discourages that driver from unnecessarily stopping and increasing vehicle delays. Some pedestrians may think “so what” and not think that such vehicle delays can affect them. They can! If vehicle delays reach an unacceptable level, solutions like pedestrian tunnels, bridges, or signals could be implemented. Most of these “solutions” are less friendly to pedestrians who want to cross the road as quickly and safely as possible.
Check out our fact sheet for more information. One Minute City Rap: Cascade Avenue Crosswalks One Minute City Rap: Cascade Avenue Crosswalk Safety

A Circle (Cir) is a roadway containing a closed loop beginning and ending at intersections with the same street, or where the looped street closes onto itself, that is not interrupted by a through roadway. A Court (Ct) is a cul-de-sac of eight lots or less that is not interrupted by a through roadway. What’s the difference between a Drive and a Road or an Avenue and a Street? Ever wanted to change the name of the street you live on? Or wonder how names are chosen? Click here for these answers and more information about street naming.

The City of San Diego conducted a study on the issue in the 1970s, and the report conclusions are often cited as the first comprehensive study of crosswalk safety. Investigators in San Diego observed over 400 intersections during a five-year study period. The results demonstrated that during the five-year period, 177 pedestrians were hit in 400 marked crosswalks compared to 31 pedestrians hit in 400 corresponding unmarked crosswalks. The study reported that "...more pedestrian accidents occur in marked crosswalks than in unmarked crosswalks by a ratio of approximately 6:1. Furthermore, comparison of the volume of pedestrians using the marked and unmarked crosswalks shows that the crosswalk use ratio is approximately 3:1. This indicates, in terms of usage, that approximately two times as many pedestrian accidents occur in marked crosswalks as compared with unmarked crosswalks. Evidence suggests that this poor accident record is not due to the crosswalk being marked as much as it is a reflection on the pedestrians' attitude and behavior when using the marked crosswalk..." River Falls Crosswalk Policy Summary Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Intersections Wisconsin Pedestrian Traffic Safety Facts

In a recent Insurance Institute for Highway Safety study of 24 intersections in the USA where stop control and traffic signals were replaced with Modern Roundabouts, there was a large drop in crashes. They have a 90% fatal crash reduction. Roundabouts reduce vehicle speed, minimize vehicle weaving, automatically establish right-of-way, and reduce points of conflict.
For more information about the safety of roundabouts or information about how to navigate a roundabout, click here.
For more information, The Wisconsin Department of Transportation has created videos on roundabout usage. The Insurance Institute for Highway Safety also has a short video as well as other general information.

Evaluation of sight distance at roundabouts includes both intersection sight distance and stopping sight distance. The fundamental principles of both forms of sight distance are the same at roundabouts as for other types of intersections and are dependent on vehicle speed. All City roundabouts are posted and should be driven at 15 mph. If you approach and travel through this intersection at 15 mph, there is adequate sight distance even though you cannot see through the center island.
Check out our fact sheet for more information.

The City of River Falls often receives requests to install signs warning drivers of the possible presence of "Children at Play." These signs are deceiving and are ineffective. Drivers should expect the presence of children in residential areas. Studies show that devices attempting to warn motorists of normal conditions or conditions that are not always present do not achieve the desired safety benefits.

"Children at Play" signs may give parents and children a false sense of security as the sign is assumed to provide protection, which in reality it does not.

Due to these serious considerations, federal standards no longer include "Children at Play" signs. Special conditions such as warnings of school zones, playgrounds, parks and other recreational facilities, do warrant signing, as these are not easily anticipated by drivers.

A stop sign is used to assign right of way at an intersection and to make sure that traffic flows smoothly and predictably. Because a stop sign is used to assign right of way at an intersection, it is not an effective means to control speeding. Research shows that where stop signs are installed as "deterrents" or "speed breakers," there are high incidences of intentional violations resulting in accidents.
When vehicles must stop, the speed reduction is only near the stop sign, and drivers tend to speed up between stop sign controlled intersections. When not required to stop by cross street traffic, only 5 to 20% of all drivers come to a complete stop, 40 to 60% will come to a rolling stop below 5 mph, and 20 to 40% will pass through at higher speeds. Signs placed on major and collector streets for the purpose of speed reduction are the most flagrantly violated.
Stop signs are not warranted in the Manual on Uniform Traffic Control Devices (MUTCD) as an effective measure to reduce speeding. For more information about stop signs, click here.

Speed limits are often taken for granted and, until a problem arises, most people pay little attention to them. When traffic problems occur, concerned citizens frequently ask why we do not lower the speed limit. There are widely held misconceptions that speed limit signs will slow the speed of motorists, reduce collisions, and increase safety. Most drivers drive at a speed which they consider to be appropriate, regardless of the posted speed limit. "Before and After" studies have shown that there are no significant changes in average vehicle speeds following the posting of new or revised speed limits.
Traffic engineers and police officers examine many traffic and road conditions to determine a reasonable speed limit. Speed studies are performed to determine the 85th percentiles speed, or the speed that 85 out of 100 vehicles travel at or below. Other conditions evaluated include number and type of crashes, number of cars, pedestrians, and bicycles, along with physical conditions of the road such as sidewalks, hills, curves, lanes, driveways, intersections, roadway surface, and traffic controls.
Generally speaking, a safe and reasonable limit is set at or below the speed at which 85% of the drivers drive. Posting an appropriate speed limit simplifies the job of enforcement officers, since most of the traffic is voluntarily moving at the posted speed. Blatant speeders are easily spotted, safe drivers are not penalized, and patrol officers aren't expected to enforce unrealistic and arbitrary speed limits.
For more information about speed limits, click here.