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Manual on Uniform Traffic Control Devices Manual on Uniform Traffic
MManualanual onon UUniformniform TTrafficraffic CControlontrol DDevicesevices forfor StreetsStreets andand HighwaysHighways U.S. Department of Transportation Federal Highway Administration for Streets and Highways Control Devices Manual on Uniform Traffic Dotted line indicates edge of binder spine. MM UU TT CC DD U.S. Department of Transportation Federal Highway Administration MManualanual onon UUniformniform TTrafficraffic CControlontrol DDevicesevices forfor StreetsStreets andand HighwaysHighways U.S. Department of Transportation Federal Highway Administration 2003 Edition Page i The Manual on Uniform Traffic Control Devices (MUTCD) is approved by the Federal Highway Administrator as the National Standard in accordance with Title 23 U.S. Code, Sections 109(d), 114(a), 217, 315, and 402(a), 23 CFR 655, and 49 CFR 1.48(b)(8), 1.48(b)(33), and 1.48(c)(2). Addresses for Publications Referenced in the MUTCD American Association of State Highway and Transportation Officials (AASHTO) 444 North Capitol Street, NW, Suite 249 Washington, DC 20001 www.transportation.org American Railway Engineering and Maintenance-of-Way Association (AREMA) 8201 Corporate Drive, Suite 1125 Landover, MD 20785-2230 www.arema.org Federal Highway Administration Report Center Facsimile number: 301.577.1421 [email protected] Illuminating Engineering Society (IES) 120 Wall Street, Floor 17 New York, NY 10005 www.iesna.org Institute of Makers of Explosives 1120 19th Street, NW, Suite 310 Washington, DC 20036-3605 www.ime.org Institute of Transportation Engineers -
City of Cornelius Public Works Standards
City of Cornelius Public Works Standards Terry W. Keyes City Engineer 3.17.17 Table of Contents Chapter 1 General .................................................................................................................... 4 1.01 Philosophy ................................................................................................................... 4 1.02 Work Covered by these Standards .............................................................................. 4 1.03 Organization of Standards ........................................................................................... 4 1.04 Using Standard Details ................................................................................................ 5 1.05 Definitions .................................................................................................................... 5 Chapter 2 Administrative Procedures .................................................................................... 7 2.01 Adoption and Changes to Standards ........................................................................... 7 2.02 Other Standards .......................................................................................................... 7 2.03 Permitting .................................................................................................................... 7 a. Erosion Control Permit ........................................................................................ 8 b. Right-of-Way Permit ........................................................................................... -
The Effect of Road Narrowings on Cyclists
The effect of road narrowings on cyclists Prepared for Charging and Local Transport Division, Department for Transport A Gibbard, S Reid, J Mitchell, B Lawton, E Brown and H Harper TRL Report TRL621 First Published 2004 ISSN 0968-4107 Copyright TRL Limited 2004. This report has been produced by TRL Limited, under/as part of a contract placed by the Department for Transport. Any views expressed in it are not necessarily those of the Department. This report focuses on highway infrastructure as installed by a highway authority. Some illustrations may depict non- prescribed and unauthorised signing and road markings, which may be unlawful. Unless specifically referred to and explained in the report, the inclusion of non-standard signing in illustrations does not imply endorsement of its use by the Department for Transport. All prescribed signs are set out in Regulations (the Traffic Signs Regulations and General Directions and the Pedestrian Crossings Regulations) made under the provisions of the Road Traffic Regulation Act and published by the Stationery Office. TRL is committed to optimising energy efficiency, reducing waste and promoting recycling and re-use. In support of these environmental goals, this report has been printed on recycled paper, comprising 100% post-consumer waste, manufactured using a TCF (totally chlorine free) process. ii CONTENTS Page Executive Summary 1 1 Introduction 3 1.1 Study objectives 3 2 Current guidance 3 3 Consultation exercise 5 3.1 Consultation results 5 4 Questionnaire survey 7 4.1 Survey results 8 4.2 -
Traffic Calming Fact Sheets May 2018 Update Speed Table/Raised Crosswalks
Traffic Calming Fact Sheets May 2018 Update Speed Table/Raised Crosswalks Description: • Long, raised speed 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 • If placed at a pedestrian crossing, it is referred to as a raised crosswalk • If placed only in one direction on a road, it is called an offset speed table Applications: • Appropriate for local and collector streets; mid-block or at intersections, with/without crosswalks • Can be used on a one-lane one-way or two-lane two-way street • Not appropriate for roads with 85th percentile speeds of 45 mph or more • Typically long enough for the entire wheelbase of a passenger car to rest on top or within limits of ramps • Work well in combination with textured crosswalks, curb extensions, and curb radius reductions • Can be applied both with and without sidewalks or dedicated bicycle facilities • Typically installed along closed-section roads (i.e. curb and gutter) but feasible on open section (Source: Google Maps, Boulder, Colorado) (Source: Delaware Department of Transportation) ITE/FHWA Traffic Calming EPrimer: https://safety.fhwa.dot.gov/speedmgt/traffic_calm.cfm Design/Installation Issues: • ITE recommended practice – “Guidelines for the Design and Application of Speed Humps” • Most common height is between 3 and 4 inches (reported as high as 6 inches) • Ramps are typically 6 feet long (reported up to 10 feet long) and are either parabolic or linear • Careful design is needed for drainage -
John Hirsch Place – Winnipeg’S First Woonerf
John Hirsch Place – Winnipeg’s First Woonerf As part of the City of Winnipeg’s Northeast Exchange District Renewals project, WSP Canada Group Limited was contracted to redesign John Hirsch Place as a unique shared space roadway in Winnipeg. The project involved the reconstruction of John Hirsch Place in Winnipeg’s historic exchange district and redesigning the right of way to a curbless shared street based on the Dutch ‘Woonerf’ (living street) model, which involves traffic yielding to pedestrian activity and significant landscaping to enhance the pedestrian environment. The curbless design was used to avoid defining areas and boundaries that restrict pedestrian movement but rather allow pedestrians to move freely within the site. Limited parking within the roadway is available, and vehicles are slowed by traffic calming measures such as bollards, narrow path of travel, and limited sight distance to discourage a large volume of vehicle traffic and enhance pedestrian safety and environment. The project is notable for its links to the district’s cultural context, technical innovations, and quality of design. To accommodate the significant landscaping along John Hirsch Place, a soil retention system was installed to provide uncompacted soil volume necessary for tree growth and provide opportunity to greatly increase plantings and trees in the public right of way, while not restricting the roadway for all road users. Strata Cells, capable of withstanding vehicular traffic and pavement loads, were placed beneath the roadway due to the proximity of existing trees to the roadway that required additional soil volume. Stormwater enters the systems along the roadway through a series of catch basins to reduce loading on a combined sewer while providing water for the tree roots. -
Town of Glastonbury Bid No. Gl-2020-07
TOWN OF GLASTONBURY BID NO. GL-2020-07 MAIN STREET RAISED TRAFFIC ISLAND ADDENDUM NO. 1 SEPTEMBER 16, 2019 BID DUE DATE: SEPTEMBER 19, 2019 11:00 A.M. The attention of bidders submitting proposals for the above-referenced project is called to the following Addendum to the specifications. The items set forth herein, whether of omission, addition, substitution or other change, are all to be included in and form a part of the proposed Contract Documents for the work. Bidders shall acknowledge this Addendum in the Bid Proposal by inserting its number on Page BP-1. Make the following modifications to the Contract Documents: BID PROPOSAL FORM: The bid proposal form is hereby replaced with the attached. ALL BIDDERS MUST USE THE REVISED BID PROPOSAL FORM. CONSTRUCTION PLANS: Sheets 1 of the plan set titled “PLAN DEPICTING PROPOSED TRAFFIC ISLAND IMPROVEMENTS LOCATED AND MAIN STREET AND HEBRON AVENUE, GLASTONBURY CONNECTICUT” is hereby replaced with the attached plan. Changes shown on Sheet 1 include notes depicting removal and resetting of existing brick pavers in the vicinity of the existing town-owned locus tree which is to be completed as described in the special provision listed below. SPECIAL PROVISIONS: The following Special Provisions are hereby added to the contract: ITEM 0992093A REMOVE AND RESET BRICK PAVERS This Addendum Contains 6 Pages including the above text and 1 Plan Sheet. MAIN STREET RAISED TRAFFIC ISLAND ADDENDUM 1 BID PROPOSAL – REVISED BID #GL-2020-07 TOWN OF GLASTONBURY * 2155 MAIN STREET * GLASTONURY * CT BID / PROPOSAL NO: GL-2020-07 DATE DUE: September 19, 2019 DATE ADVERTISED: September 6, 2019 TIME DUE: 11:00 AM NAME OF PROJECT: Main Street Raised Traffic Island In compliance with this Invitation to Bid, the Bidder hereby proposes to provide goods and/or services as per this solicitation in strict accordance with the Bid Documents, within the time set forth therein, and at the prices submitted with their bid response. -
Application for Speed Bump Installation
Oakland Department of Transportation APPLICATION FOR SPEED BUMP INSTALLATION ADVANTAGES AND DISADVANTAGES OF SPEED BUMPS Advantages: • The overall speed of traffic is reduced near speed bumps. • Speed bumps create an impression that discourages speeding and “cut through” trafficking. • Speed bumps are self-enforcing. Disadvantages: • The response time for emergency vehicles may be increased by speed bumps. • Some residents may object to the visual impact of speed bumps—the signs and the markings that accompany them. • There will be an increase in vehicle emissions and noise near speed bumps. • Inconvenient access as a result of speed bumps may be imposed on some parts of the neighborhood. • Speed bumps may displace traffic to neighboring streets. • Although speeds will be reduced immediately next to them, drivers tend to speed up after passing or traveling between speed bumps. REQUESTER INFORMATION A. Location Please provide the name of the street block to be considered. Indicate the boundaries of the block by identifying the intersecting street on each end. A separate application is required for another block. Street Name: _____________________________________________ From: _____________________________________ To: _________________________________ B. Contact Information Each application must contain a contact person who will receive all correspondence from the City and be responsible for gathering evidence of support when requested. Name: ________________________________ Email Address: ____________________________ Address: _________________________________________________ Zip Code: ______________ Daytime Phone #: _______________________ Additional Phone #: _________________________ C. Concerns Please tell us about the specific concerns you have for this segment of the street. _________________________________________________________________________________ _________________________________________________________________________________ NOTE THAT AFTER RECEIVING A QUALIFYING PETITION THE CITY WILL CONDUCT AN INSPECTION TO DETERMINE IF SPEED BUMPS ARE FEASIBLE. -
Access Management Manual, September 5, 2019 TABLE of CONTENTS
AccessAccess ManagementManagement ManualManual T E X A S Prepared by the City of Irving Public Works/Traffic and Transportation Department Adopted September 5, 2019 Access Management Manual, September 5, 2019 TABLE OF CONTENTS Section 1 Introduction Page 1.0 Purpose 1 1.1 Scope 1 1.2 Definitions 3 1.3 Authority 10 Section 2 Principles of Access Management 2.1 Relationship between Access and Mobility 11 2.2 Integration of Land Use and Transportation 11 2.3 Relationship between Access and Roadway Efficiency 12 2.4 Relationship between Access and Traffic Safety 12 Section 3 Access Management Programs and Policies 3.1 Identifying Functional Hierarchy of Roadways 14 3.1.1 Sub-Classifications of Roadways 14 3.1.1.1 Revising the “Master Thoroughfare Plan” 15 3.1.2 Comprehensive Plan 15 3.1.3 Discretionary Treatment by the Director 15 3.2 Land Use 15 3.3 Unified Access Planning Policy 16 3.4 Granting Access 16 3.4.1 General Mutual Access 17 3.4.2 Expiration of Access Permission 17 3.4.3 “Grandfathered” Access and Non-Conforming Access 17 3.4.4 Illegal Access 19 3.4.4.1 Stealth Connection 19 3.4.5 Temporary Access 19 3.4.6 Emergency Access 19 3.4.7 Abandoned Access 20 3.4.8 Field Access 20 3.4.9 Provision for Special Case Access 20 3.4.10 Appeals, Variances and Administrative Remedies 20 3.5 Parking and Access Policy 20 3.6 Access vs Accessibility 21 3.7 Precedence of Access Rights Policy 21 3.8 Right to Access A Specific Roadway 22 3.9 Traffic Impact Analyses (TIA’s) 22 3.9.1 Level of Service (LOS) 22 3.9.2 Traffic Impact Analysis (TIA) Requirements -
Making Streets Safe
About WalkBoston WalkBoston plays an important role ensuring walker- CHICANE TREES BIKE friendly/safe designs and has an impressive record LANES of getting cities, towns, state agencies, developers, RAISED institutions, and elected officials to provide for the CROSSWALK needs of walkers. Every additional member helps our message be heard. Join online at walkboston.org. We work to transform communities into more walkable CURB places and reintroduce people to walking as a con- EXTENSION venient, healthy and low-cost transportation choice. People who depend on walking most: lower income, elders, children, people with disabilities, and transit PARKED users especially benefit from our advocacy. CARS SPEED How we can help you CUSHION • Advise on walking improvements for your community. MIDBLOCK CROSSWALK • Provide guidance, moral support, technical assistance. making • Give a variety of presentations on pedestrian design and advocacy. Speed Kills: Small-scale fixes go a long way to slow traffic • Help set up advocacy groups and strengthen them. • Demonstrate how these techniques are working streets The human costs and economic consequences of The tools can be small in scale, relatively inexpensive, across Massachusetts and elsewhere. speed-related crashes are immense. In 2007, about and are easily tested and evaluated. Streets can be 31 percent of all fatal crashes were speeding-related, made safer by putting them on a “road diet,” reducing safe resulting in 13,420 fatalities. In Massachusetts, 15 to speeds and enhancing pedestrian safety. Techniques Thanks to our supporters 20 percent of all road fatality victims are pedestrians. include signage, pavement devices and paint. Physically Nationwide, the economic cost to society of speed- or visually narrowing a standard width lane by 1 foot Striders ing-related crashes is estimated to be $40.4 billion slows cars by 7 miles per hour. -
Chapter 3 - Intersections Publication 13M (DM-2) Change #1 – Revised 12/12 CHAPTER 3
Chapter 3 - Intersections Publication 13M (DM-2) Change #1 – Revised 12/12 CHAPTER 3 INTERSECTIONS 3.0 INTRODUCTION By definition, an intersection is the general area where two or more highways join or cross including the roadway and roadside facilities for traffic movements within the area. The efficiency, safety, speed, cost of operation and capacity of an intersection depends upon its design. Since each intersection involves innumerable vehicle movements, these movements may be facilitated by various geometric design and traffic control depending on the type of intersection. The three general types of highway crossings are: (1) at-grade intersections, (2) grade separations without ramps and (3) interchanges. The most important design considerations for intersections fall into two major categories: (1) the geometric design including a capacity analysis and (2) the location and type of traffic control devices. For the most part, these considerations are applicable to both new and existing intersections, although on existing intersections in built-up areas, heavy development may make extensive design changes impractical. The design elements, capacity analysis and traffic control concepts presented in this Chapter apply to intersections and their appurtenant features. Additional sources of information and criteria to supplement the concepts presented in this Chapter are contained in the 2004 AASHTO Green Book, Chapter 9 and the MUTCD. 3.1 OBJECTIVES AND FACTORS FOR DESIGN CONSIDERATIONS The main objective of intersection design is to facilitate the convenience, ease and comfort of people traversing the intersection while enhancing the efficient movement of motor vehicles, buses, trucks, bicycles, and pedestrians. Refer to the section "General Design Considerations and Objectives" in the 2004 AASHTO Green Book, Chapter 9, for details about the five basic elements that should be considered in intersection design: human factors, traffic considerations, physical elements, economic factors, and functional intersection area. -
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. -
Costing of Bicycle Infrastructure and Programs in Canada Project Team
Costing of Bicycle Infrastructure and Programs in Canada Project Team Project Leads: Nancy Smith Lea, The Centre for Active Transportation, Clean Air Partnership Dr. Ray Tomalty, School of Urban Planning, McGill University Researchers: Jiya Benni, The Centre for Active Transportation, Clean Air Partnership Dr. Marvin Macaraig, The Centre for Active Transportation, Clean Air Partnership Julia Malmo-Laycock, School of Urban Planning, McGill University Report Design: Jiya Benni, The Centre for Active Transportation, Clean Air Partnership Cover Photo: Tour de l’ile, Go Bike Montreal Festival, Montreal by Maxime Juneau/APMJ Project Partner: Please cite as: Benni, J., Macaraig, M., Malmo-Laycock, J., Smith Lea, N. & Tomalty, R. (2019). Costing of Bicycle Infrastructure and Programs in Canada. Toronto: Clean Air Partnership. CONTENTS List of Figures 4 List of Tables 7 Executive Summary 8 1. Introduction 12 2. Costs of Bicycle Infrastructure Measures 13 Introduction 14 On-street facilities 16 Intersection & crossing treatments 26 Traffic calming treatments 32 Off-street facilities 39 Accessory & support features 43 3. Costs of Cycling Programs 51 Introduction 52 Training programs 54 Repair & maintenance 58 Events 60 Supports & programs 63 Conclusion 71 References 72 Costing of Bicycle Infrastructure and Programs in Canada 3 LIST OF FIGURES Figure 1: Bollard protected cycle track on Bloor Street, Toronto, ON ..................................................... 16 Figure 2: Adjustable concrete barrier protected cycle track on Sherbrook St, Winnipeg, ON ............ 17 Figure 3: Concrete median protected cycle track on Pandora Ave in Victoria, BC ............................ 18 Figure 4: Pandora Avenue Protected Bicycle Lane Facility Map ............................................................ 19 Figure 5: Floating Bus Stop on Pandora Avenue ........................................................................................ 19 Figure 6: Raised pedestrian crossings on Pandora Avenue .....................................................................