Traffic Calming Program
Total Page：16
File Type：pdf, Size：1020Kb
Load more
Recommended publications
-
American Title a Sociation ~ ~
OFFICIAL PUBLICATION AMERICAN TITLE A SOCIATION ~ ~ VOUJME XXXVI JUNE, 1957 NUMBER 6 TITLE NEWS Official Publication of THE AMERICAN TITLE ASSOCIATION 3608 Guardian Building-Detroit 26, Michigan Volume XXXVI June, 1957 Number 6 Table of Contents Introduction-The Federal Highway Program ......... ... ................ .. .................... 2 J. E. Sheridan Highway Laws Relating to Controlled Access Roads ..... .. ....... ........... 6 Norman A. Erbe Title Companies and the Expanded Right of Way Problems ...... ............. .. 39 , Daniel W. Rosencrans Arthur A. Anderson Samuel J. Some William A . Thuma INTRODUCTION The Federal Highway Program J. E. SHERIDAN We are extremely grateful to Nor veloped its planning sufficiently to man A. Erbe, Attorney General of the show to the satisfaction of the dis State of Iowa, for permission to re trict engineer the effect of the pro print his splendid brief embracing posed construction upon adjace.nt the highway laws of various states property, the treatment of access con relating to the control in access roads. trol in the area of Federal acquisi Mr. Erbe originally presented this m tion, and that appropriate arrange narrative form before the convention ments have been made for mainte of the Iowa Title Association in May nance and supervision over the land of this year. As is readily ascertain to be acquired and held in the name able, this is the result of a compre of the United States pending transfer hensive study of various laws touch· of title and jurisdiction to the State ing on the incidents of highway regu or the proper subdivision thereof." lations. Additionally, we are privi It is suggested that our members leged to carry the panel discussion bring this quoted portion to the at of the American Right of Way Asso tention of officers of the Highway ciation Convention held in Chicago, Department and the office of its legal May 16 and 17, dealing with "Title division, plus the Office of the Attor Companies and the Expanded Right ney General within the members' ju of Way Problems". -
"2. Sidewalks". "Boston Complete Streets Design Guide."
Sidewalk Zone Widths The width of the sidewalk contributes to the degree of When making decisions for how to allocate sidewalk space, comfort and enjoyment of walking along a street. Narrow the following principles should be used: sidewalks do not support lively pedestrian activity, and may create dangerous conditions where people walk in the Frontage Zone street. Typically, a five foot wide Pedestrian Zone supports > The Frontage Zone should be maximized to provide space two people walking side by side or two wheel chairs passing for cafés, plazas, and greenscape elements along build- each other. An eight foot wide Pedestrian Zone allows two ing facades wherever possible, but not at the expense of pairs of people to comfortably pass each other, and a ten reducing the Pedestrian Zone beyond the recommended foot or wider Pedestrian Zone can support high volumes of minimum widths. pedestrians. Pedestrian Zone Vibrant sidewalks bustling with pedestrian activity are not > The Pedestrian Zone should be clear of any obstructions only used for transportation, but for social walking, lingering, including utilities, traffic control devices, trees, and furniture. and people watching. Sidewalks, especially along Downtown When reconstructing sidewalks and relocating utilities, all Commercial, Downtown Mixed-Use, and Neighborhood Main utility access points and obstructions should be relocated Streets, should encourage social uses of the sidewalk realm outside of the Pedestrian Zone. by providing adequate widths. > While sidewalks do not need to be perfectly straight, the SIDEWALKS Pedestrian Zone should not weave back and forth in the When determining sidewalk zone widths, factors to consider right-of-way for no other reason than to introduce curves. -
Residential Traffic Calming Handbook
Residential Traffic Calming Handbook Ho w to calm excessive traffic and speeding in residential areas Public Works Department Traffic Services Division 1 Hillsborough County Residential Traffic Calming Handbook Hillsborough County Public Works Department County Center 601 East Kennedy, 23rd floor Tampa, Florida, 33602 Phone: (813) 272-5912 February 16, 1988 Revised June 7, 1989 Revised September 24, 1992 Revised May 5, 1994 Revised April 7, 1999 Revised April 18, 2001 Latest Revision June 7, 2006 2 Table of Contents Section Subject Page Introduction 4 1.0 What Roads are Covered in this Program? 5 2.0 Is my Traffic Problem Speeding or Volume? 5 3.0 Who pays for Calming Measures? 5-6 4.0 Speed Calming Measures 6 4.1 Civic Involvement/Neighborhood Traffic Watch Program 6 4.2 Roundabouts 6-7 4.3 Street Narrowing/Intersection Throating 7-8 4.4 Speed Humps 8 4.5 Narrowed Speed Humps 8-9 4.6 Chicanes 9 5.0 Volume Calming Measures 10 5.1 Turn Restrictions and One-Way Streets 10-11 5.2 Median Modifications 11 5.3 Diverters and Partial Diverters 11-12 6.0 Other Traffic Calming Measures 12 7.0 Standard Procedure for Implementation of Traffic Calming Measures 13 7.1 Step 1: Initiation 13 7.2 Step 2: Traffic Engineering Analysis/Classification 13-14 7.21 Class I: Minor Excessive Speed 14 7.22 Class II: Excessive Speed or Volume 14 7.23 Notification to Other Agencies 14 7.3 Step 3: Hearing Master Preliminary Analysis 15 7.4 Step 4: Hearing Master Hearing/Recommendation 15 7.41 Notice of Public Hearing 15 7.42 Purpose of Public Meeting 16 7.5 Step 5: Hearing Master Recommendation 16 7.6 Step 6: Petition 16 7.61 Petition Signature Requirements 17 7.7 Step 7: BOCC Meeting 18 8.0 Removal of Speed and Volume Traffic Calming Measures 18 9.0 Emergency Procedures 19 10.0 Who Do I Call for Help? 19 11.0 Effective Date 19 Standard Procedure Diagram 20 3 Introduction Your Board of County Commissioners (BOCC) is aware that speeding and excessive traffic volume are two of the most common residential traffic complaints reported to local law enforcement and traffic engineering officials. -
Pennsylvania's Traffic Calming Handbook
PPeennnnssyyllvvaanniiaa’’ss TTrraaffffiicc CCaallmmiinngg HHaannddbbooookk Pennsylvania Department of Transportation Pub 383 (7-12) PPeennnnssyyllvvaanniiaa’’ss TTrraaffffiicc CCaallmmiinngg HHaannddbbooookk Pennsylvania Department of Transportation Bureau of Maintenance and Operations (BOMO) Publication No. 383 PA Traffic Calming Handbook on the Web: Pub383ftp://ftp.dot.state.pa.us/public/PubsForms/Publications/PUB%20383.pdf Cover Photos: Bucknell University, Pennsylvania Peters Township, Pennsylvania Municipality of Mt. Lebanon, Pennsylvania July 2012 TABLE OF CONTENTS Chapter 1 INTRODUCTION _________________________________________________ 1 History of Traffic Calming ........................................................................................... 2 Objectives of Traffic Calming ..................................................................................... 2 When Is Traffic Calming Appropriate? ....................................................................... 3 Education ......................................................................................................................................... 3 Enforcement ..................................................................................................................................... 3 Engineering ...................................................................................................................................... 4 Where are Traffic Calming Measures Appropriate? ................................................... 4 PennDOT -
Neighborhood Road Design Guidebook a Massachusetts Guide to Sustainable Design for Neighborhood Roads
NEIGHBORHOOD ROAD DESIGN GUIDEBOOK A MASSACHUSETTS GUIDE TO SUSTAINABLE DESIGN FOR NEIGHBORHOOD ROADS A joint project of the Massachusetts Chapter of the American Planning Association Home Builders Association of Massachusetts Prepared for the Citizen Planner’s Training Collaborative March 14, 2012 Overview 2 1. Why a new Guidebook now? 2. Who will use this? 3. What is the general approach 4. Examples of recommended design standards 5. Cross Sections 6. Implementation Why Now? 3 1. Road design for whom? 2. Change in vehicle types 3. What is a win-win approach? 4. Length of time to change rules and regulations Why a new Guide now? 4 Massachusetts guide for Neighborhood Roads to create model guidelines and match local settings. This is called “context sensitive” design. Other road design manuals don’t get at local streets very well Who might use the Guidebook? 5 There are many “actors” in Transportation Design Engineers and designers (private and public sectors) Applicants who are building new infrastructure as part of their projects; Planning Directors/Planners; Planning Boards, Board of Selectmen, Fire and Emergency Service providers; Regional Planning Associations – link to state funding and state projects; Abutters; Land use and environmental advocates; and Finally –build roads that benefit the USERS What kind of Guidebook? 6 Project Goals Reduce environmental impacts of roadway development, operation and maintenance; Encourage Context Sensitive Solutions (CSS) in residential roadway design; Provide specific guidelines and references for municipal application; Promote innovative techniques for stormwater management; and Reduce maintenance costs of roadways and stormwater systems. What kind of Guidebook? 7 Project Goals (contin.) Encourage consistency in approach and rationale in residential roadway design across Massachusetts; Promote inter-connectivity of roads; Promote pedestrian and non- motorized access; Promote universal accessibility; and Provide guidance for the design of neighborhood scale residential roads. -
Maine Turtle Roadkill Survey 2020
Maine Turtle Roadkill Survey 2020 2020 Training Session Sharing Info Sharing info with the Community The overall goal of the project is to help reduce turtle mortality on roadways There are a number of different ways that can be done using the data we collect Sharing info with the Community First of all, raise awareness of the issue Most people don’t notice roadkill much, and rarely see turtle roadkill. Even when they do, they might not understand the impact it can have on the population. Sharing info with the Community Next, work with those responsible for roadways to find solutions. Maine DOT looks at roadkill data when they plan maintenance and other road work, to try to incorporate passage. Sharing info with the Community Wildlife crossing signs can be put in place to warn drivers of high turtle mortality areas. They are only open during the active season Sharing info with the Community Wildlife crossing structures can be put in place to facilitate safe passage through roadways. This salamander tunnel allows light in through the grate on top Sharing info with the Community Up-sizing culverts can also allow safe passage. Sharing info with the Community Wildlife fencing can also keep wildlife off the roads. Sharing info with the Community Traffic calming techniques can also benefit wildlife. Sharing info with the Community Land use and transportation planning. • Avoid increased traffic where endangered species are found • Keep areas adjacent to wildlife crossing hotspots undeveloped Sharing info with the Community THANKS!. -
Access Control
Access Control Appendix D US 54 /400 Study Area Proposed Access Management Code City of Andover, KS D1 Table of Contents Section 1: Purpose D3 Section 2: Applicability D4 Section 3: Conformance with Plans, Regulations, and Statutes D5 Section 4: Conflicts and Revisions D5 Section 5: Functional Classification for Access Management D5 Section 6: Access Control Recommendations D8 Section 7: Medians D12 Section 8: Street and Connection Spacing Requirements D13 Section 9: Auxiliary Lanes D14 Section 10: Land Development Access Guidelines D16 Section 11: Circulation and Unified Access D17 Section 12: Driveway Connection Geometry D18 Section 13: Outparcels and Shopping Center Access D22 Section 14: Redevelopment Application D23 Section 15: Traffic Impact Study Requirements D23 Section 16: Review / Exceptions Process D29 Section 17: Glossary D31 D2 Section 1: Purpose The Transportation Research Board Access Management Manual 2003 defines access management as “the systematic control of the location, spacing, design, and operations of driveways, median opening, interchanges, and street connections to a roadway.” Along the US 54/US-400 Corridor, access management techniques are recommended to plan for appropriate access located along future roadways and undeveloped areas. When properly executed, good access management techniques help preserve transportation systems by reducing the number of access points in developed or undeveloped areas while still providing “reasonable access”. Common access related issues which could degrade the street system are: • Driveways or side streets in close proximity to major intersections • Driveways or side streets spaced too close together • Lack of left-turn lanes to store turning vehicles • Deceleration of turning traffic in through lanes • Traffic signals too close together Why Access Management Is Important Access management balances traffic safety and efficiency with reasonable property access. -
HOV Brochure
P F 3 e O 3 d 5 e B 3 r o 0 a x l F 9 W i r Contact Us! 7 s t a 1 W y 8 , a W y A S o PUBLIC WORKS 9 u 8 t h 0 “What Your 6 253-661-4131 3 - 9 Washington 7 1 PUBLIC SAFETY 8 Driver Guide Does Not 253-661-4707 Teach E-MAIL This guide will You.” [email protected] ex p la in t o dr iv er s WEB SITE t he b est wa y t o cityoffederalway.com n a v iga t e o ur C it y usin g H O V la n es a n d U-t ur n s sa f ely , lega lly , a n d ef f ic ien t ly . BROUGHT TO YOU BY YOUR PUBLIC WORKS DEPARTMENT As you may have USING HOV MYTH: When exiting business driveways and LEGAL noticed, Federal entering the roadway, I must drive through the HOV lane and enter traffic directly in the general Way is now home LANES U-TURNS purpose or ”through” lane to HOV lanes The City is along many of our The most common FACT: NO! The HOV lanes are intended as encouraging use of major roadways. question drivers of a single- acceleration lanes for vehicles entering the LEGAL U-turns HOV lanes have been installed on S 348th occupancy vehicle ask is: roadway. Enter the HOV lane to accelerate, and where appropriate. Street, on SR 99 (S 312th to S 324th), and on “When and where am I change lanes at your first safe opportunity. -
Streets As Connectors: PEDESTRIAN ZONES in CITIES NATIONAL LEAGUE of CITIES
NATIONAL LEAGUE OF CITIES Streets as Connectors: PEDESTRIAN ZONES IN CITIES NATIONAL LEAGUE OF CITIES About the National League of Cities The National League of Cities (NLC) is the voice of America’s cities, towns and villages, representing more than 200 million people. NLC works to strengthen local leadership, influence federal policy and drive innovative solutions. NLC’s Center for City Solutions provides research and analysis on key topics and trends important to cities and creative solutions to improve the quality of life in communities. About the Authors Brenna Rivett is a program manager, Tina Lee is a senior coordinator, and Brooks Rainwater is the senior executive and director of NLC’s Center for City Solutions. Acknowledgments The authors would like to thank Laura Cofsky who edited the report, and Paris Williams who designed the report. © 2020 National League of Cities. All Rights Reserved. Table of Contents 2 Foreword 3 Introduction 5 Background 7 What Cities are Doing 10 International Overview 14 Community Impacts 16 Case Studies 22 Key Considerations 23 Conclusion STREETS AS CONNECTORS: Pedestrian Zones in Cities Foreword Streets are built to connect people. They are arteries of communities, connecting residents to the things most central to their lives – friends and family members, their neighborhoods, and the places where they work and learn. Over time, however, cities and towns have prioritized space for cars, pushing people off the streets. Now, the long-term impact of car-oriented design is becoming more apparent. Traffic congestion and air pollution are wreaking havoc in many places. And, the lack of public spaces for people to gather is driving social isolation. -
Traffic Calming Traffic Calming Traffic Calming Traffic Calming
Traffic Calming Traffic Calming Traffic Traffic Calming Traffic Traffic Calming Traffic Calming .............................................................................................................................173 Cycle Segregation Unit .......................................................................................................184 B Traffic Islands - Permanent ...................................................................................................174 www.marshalls.co.uk/commercial/traffic-calming Traffic Islands - Demountable .............................................................................................175 Protective Guardrailing ...........................................................................................................176 Traffic Ramps .................................................................................................................................177 S-Ramp .............................................................................................................................................178 Speed Cushions ...........................................................................................................................179 Speedcheck ...................................................................................................................................180 Keycheck ..........................................................................................................................................181 Interlocking Traffic Blocks -
30TH STREET ROAD DIET | OMAHA Public Information Meeting
30TH STREET ROAD DIET | OMAHA Public Information Meeting City of Omaha Public Works Department Transportation Project Brand Guide HSIP-MAPA-5073(1), CN 22706 Updated May 2017 About the Project The City of Omaha has received funding to conduct a road diet project on 30th Street from Cuming Street to Ames Avenue with the goal of improving mobility and access along the 30th Street corridor while improving vehicular, bicycle and pedestrian safety. The proposed improvements would repurpose the roadway from a five-lane cross section to a three-lane cross section with room for on-street parking and bicycle lanes. This design reduces the number of lanes that left-turning vehicles must cross when turning, potentially creating a safer driving situation. Designating space for bicyclists and creating a buffer between the roadway and sidewalks potentially increases mobility and safety for those walking and biking. Proposed Improvements • Resurface 30th Street - Cuming Street to Ames Avenue • Repurpose roadway by restriping the existing five-lane section to a three-lane section with parking and bike lanes Enhance Safety Preserve Transportation Assets Improve Multimodal Connectivity ! 30TH STREET ROAD DIET | OMAHA Project Schedule City of Omaha Public Works Department Transportation Project Brand Guide Exisiting Conditions Updated May 2017 • Five-lane cross section • 7,000 to 14,000 average vehicles per day • Average of 84 crashes annually Goal • Improve mobility and access • Improve vehicular, bicycle and pedestrian safety Proposed Concept • Three-lane cross section This project is proposed to be constructed under traffic • Capacity for 15,000 vehicles per day with lane closures. Access to adjacent properties would • Resurface/Restripe the existing roadwayProject Schedule be maintained during construction, but may be limited • Modify traffic signals and signage30th Street Road Diet| Omaha, Nebraska • Add on-street parking at times due to phasing requirements. -
Residential Street Standards & Neighborhood Traffic Control
Residential Street Standards & Neighborhood Traffic Control: A Survey of Cities' Practices and Public Officials' Attitudes Eran Ben-Joseph Institute of Urban and Regional Planning University of California at Berkeley Abstract The failure of the local street system to provide livability and safety in the residential environment can be seen in the application of neighborhood traffic management programs by local authorities to mitigate traffic problems. In order to further identify the extent of the conflict associated with "livability" and geometrical design of residential street, the following issues are examined: (1) Existing and proposed residential streets standards and regulations as practiced by various cities and their evaluation by public and city officials. (2) Traffic problems associated with residential streets and their mitigation through traffic management and control programs. Data are collected from Public Works and Traffic Engineering Departments of 56 Californian cities and 19 cities nation-wide. The findings show that most cities are still adhering to published street standards as recommended by different professional and federal organizations. Although some city officials see the need to amend certain aspects of their regulations and create a more flexible framework for street design, most of them believe that the current practice is satisfactory. Yet, the extant of residents' complaints about traffic problems on their streets might indicate an inconsistency between professional practice, as manifested in street design, and its actual performance as experienced by the residents. This can also be seen in the application of traffic control devices used by local authorities to mitigate these problems of which the most common are the installation of speed humps and 4-way stop signs.