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HomeMy WebLinkAboutSubmittal-Presentation-Alice N. BravoTraffic Calming Options, Procedures and Requirements October 28, 2010 Alice N. Bravo, P.E. Director of Capital Improvements Program - 410/.2 ' 9_ - - a Traffic Calming Implementation Traffic Calming Devices can lead to a balance between the needs of busy commuters and the safety and quality of neighborhood streets. Traffic Calming can be used effectively to minimize the negative impact of traffic and to improve the quality of life of the City's neighborhoods. Streets should serve motorists, bicyclists and pedestrians. The City is committed to providing its neighborhoods with accessibility, quality, livability and affordability Submitted into the public record in connection with items DI.1 on 10-28-10 Priscilla A. Thompson City Clerk What is Traffic Calming? dFflC calming strategies are intended to manage traffic. There are different levels of traffic calming: Education and Law Enforcement. Neighborhood Speed Watch Programs seek to reduce speed through increased neighborhood awareness Passive Measures: Signing and stripping effects, regulatory signs, landscape, etc Active Measures: Changes in the street alignment by physical means to reduce speed and /or cut -through volume in the interest of street safety, livability and other public purposes. Combination of various measures Submitted into the public record in connection with items DI.1 on 10-28-10 Priscilla A. Thompson City Clerk it_` alai lment City of ri r ita so Traffic Calming Implementation Fact Sheet •A formal to Miami -Dade County Public Works (MDCPWD) is required to initiate a traffic calming implementation process •A Traffic Study shall be the for deciding if traffic calming measure(s) are required and shall recommend the appropriated measure(s) for a situation •There shall be a for traffic calming implementation. MDCPWD Traffic Engineering Division has established a "Policy on Traffic Calming Measures" based on Federal and Local engineering Design requirements that will be described on the following slides. -Only traffic calming measures by the Traffic Authority (MDC PWD) shall be considered for implementation within the City. •Traffic calming measures implemented shall not in lowering the overall level of service of the street and traffic shall not be diverted to other streets. •Traffic devices installed by the City increase laititenance costs. 1, Submitted into the public record in connection with items Di.1 on 10-28-10 Priscilla A. Thompson City Clerk 4 Traffic Calming Implementation General Considerations 1. Identification of traffic concerns and feasibility of traffic calming study ✓ Right of way availability • Conflicts with existing utilities poles, fire hydrants, etc • Existing features. driveway approaches, trees, fences, etc 2. Selection of adequate traffic calming measure based on study results 1 r f v Severity of the strategy used Effect on street level of service and on other nearby streets Older drivers and pedestrian safety, ADA compliance Effect on bicycle, pedestrian friendly and other City or Local Agencies programs Priority Level Concurrence from public services/agencies and residents • Approval by the Traffic Authority (MDC PWD) v Approval by the Departments of Fire, Police, Solid Waste, Public School System Approval by adjacent residents/property owners Acceptance by other affected public and/or local/state agencies (public transportation, other) 4. Degree of effectiveness of traffic calming measure(s) versus inconvenience(s) ' Cost, cost effective ✓ Provisions for negative reaction to the traffic calming measure(s) and/or changes in traffic patterns • Monitoring and evaluation of efficiency 5. Other considerations • Liability issues • Accordance with design standards Street ownership (FDOT, County, City) • Lost of on -street parking r Maintenance Submitted into the public record in connection with items DI.1 on 10-28-10 Priscilla A. Thompson City Clerk MDC PWD Traffic Flow Modifications)/Street Closures Procedure (Revised January 2009) Policy on Traffic Calming Measures. General Requirements The location must meet the first criteria and at least one of the remaining criteria in order for the MDC PWD to consider traffic calming measures: Criterion Residential Residential Local Streets Collector Streets Minimum Traffic Volume >1,500 VPD <3000*** >3,000 VPD <8,000*** >150 VPH <300*** >300 VPH <800 85th Percentile Speed+ 10 MPH> Speed Limit Correctable Accidents per year Cut Through Traffic during the a.m. or p.m. peak hour Pedestrian Crossing Volume during the a.m. or p.m. peak hour >3 per year >25 % >25 10 MPH> Speed Limit >6 per. year >5Q % Concurrence from affected residents/property owners.* 2/3 of returned ballots** VPD = Vehicles per day; VPH = Vehicles per hour + The speed at which 85% of motorists travel. Affected residents/property owners to be determined on a case by case basis. >50 2/3 of returned ballots ** For traffic circle and speed humps 100% concurrence from adiacent affected residents and or property owners is required. Municipal Jurisdictions: In lieu of concurrence a City Commission resolution is acceptable . ** The traffic volume within a municipal boundary could be reduced by a total of 30%, and speed by 50% at the request of and for those municipalities, which provide fundin: for their traffic calmin:.ro t am. Submitted into the public record in connection with items DI.1 on 10-28-10 Priscilla A. Thompson City Clerk MIAM 1 MDC PWD Traffic Flow Modifications)/Street Closures Procedure (Revised January 2009) Policy on Sped Humps: POLICY: Speed humps will be considered, on a case -by -case basis, and only on local residential streets, which meet the following criterion: CRITERION: /The street must be a local residential street. Speed humps shall not be constructed on collector and arterial roadways. The street must be at least 750 feet long, with no intersecting roadways in between. The traffic engineering study has determined that the 85th percentile speed on the street is at least 10 MPH over the speed limit. /The speed humps will not be considered within 250 feet of a traffic signal, within 50 feet of an intersection, in front of a driveway, within an intersection or adjacent to fire hydrants. /and must be approved by the respective agencies for the installation of speed humps. ✓2/3 of the residents/property owners of the block(s) AND 100% of the adjacent residents/property owners concur with the installation of the speed hump. /The District Commissioner approves the use of PTP funding for the installation. ADDITIONALLY: /The street shall not have more than one traffic lane in each direction ✓Traffic volumes on the street must equal or exceed 750 vehicles per d /The street is posted at or has a speed limit of 30 MPH or less. /The speed humps will not be considered in, or on the approaches to, wrhere visibility of the hump is restricted. /The street should not be located along an emergency response route, route ✓Installation of these devices shall not cause the traffic to divert to other neighborhood streets. ",41' Submitted into the public record in connection with items DL.1 on 10-28-10 Priscilla A. Thompson City Clerk ay. a horizontal or a vertical curve regional transit or school bus Circle I )ianteter (feet) Bid Price 24' $90,000 32' $130,000 36' $150,000 40' $165,000 Flat torred Speed H li ni , , (( t'ill.Ir'rrs lion) SW 11th Street between 30th & 32nd Ave Asphalt Concrete Pavement I i nation Nominal Dimension 4301inear ft X 20 X 2 speed humps ciders (Corml-'trcUOn) SW 7 St and SW 32 Ave (East & West of SW 32 Ave) Concrete itt by MLDC Right Turn Only !Di verters Qty. 2 Approx 18'x8' each Bid Price $12,000 1. Prices vary subject to actual field conditions, dimensions, other criteria. 2. Traffic study, survey, design services, public involvement, management fees, R-O-W acquisition, etc are not included. 3. Drainage, landscaping and additional improvements may need to be considered when planning budget. Maintenance Costs Traffic circles: $1,200-1,400 a year/ per circle (maintenance on bi-weekly basis) Landscaped barricades: $660-720 a year/per barricade (maintenance on monthly basis) Includes mowing, weeding, trimming, herbicide and insect spraying, litter pick up, other. Does not include replacement of trees, shrubs, sod, mulch, traffic signs, reset of pavement marking, reflective pavement markings, brick replacement, concrete repair, other; consequently additional expenses shall be considered to cover for these costs. Submitted into the public record in connection with items DI.1 on 10-28-10 Priscilla A. Thompson City Clerk MDC PWD Traffic Flow Modifications)/Street Closures Procedure (Revised .January 2009) Report on Policy on Speed Humps: Date: To: From: Subject: Memorandum " December 14, 2006 Honorable Chairman Carlos A Gimenez and Members, Regional Transportation Committee George M. Burgess County Manager Speed Tables/Humps Report RTC ngenr=a Item no_ 7(J)E This memorandum is in response to a request by Commissioner Gimenez for a report on the pros and cons of speed humps. A speed hump is a traffic calming tool designed to slow traffic or control the volume of through traffic. It is a raised area in the pavement surface extending transversely across the roadway. Speed humps normally have a minimum height of 3 to 4 inches and a travel length between 12 feet to 22 feet. In some cases, the speed hump may raise the roadway surface to the height of the adjacent curb for a short distance Advantages of Speed Hump$ The main advantage of speed humps is speed reduction. Redu"Ctions in cut -through traffic are also a major benefit of these devices- Based on a report done by the Center for Transportation Research and Education Iowa State university, a number of studies have evaluated differences in speeds at a location before and after a speed hump was installed. Review of the various studies indicate that the magnitude of speed reduction depends on a number Of factors, including the design and spacing where the speed difference was collected in relationship to the traffic calming device, the surrounding environment, and vehicle mix. Speeds between humps have been observed to be reduced between 20 and 25 percent on average. Studies also Indicate that traffic volumes are reduced on average by 18 percent depending on alternative routes available. Additionally, collisions have been reduced on average by 13 percent on streets where installations have occurred. Disadvantages of Speed Bumps Among disadvantages attributed le speed humps are the potential fawsu is brought against several jurisdictions as a result of speed hump installations. Also, although speed humps are effective in reducing traffic speed, they also reduce the speed of emergency vehicles and delay response times substantially. The amount of delay that is Incurred depends on the type of emergency vehicle and the desired operating speed This can be as much as 10 seconds per device. In a study done in the USA, it was calculated that more deaths would arise from delayed arrival of ambulances than lives maid be saved by any possible accident reduction Several s etas .have evaluated fife impact of speed humps on emergency response times. In general, there is an approximate delay of between 3 and 5 seconds per speed hump for fire trucks and up to 10 seconds for an ambulance with a patient. in addition, traversing speed humps provides major discomfort to ambulance passengers and emergency personnel. Speed humps have also been documented to cause accidents and +n;urtes- Experimental devices placed on a street to protect children et lgcai acnoora in f errland, Maine, resirtee in er, increase m trashes al 35 percent. Bicyclists arid motorcyclists are more prone to be physically impacted. if bicyclists hit a speed hump too quickly while still within the speed limit, they may be Submitted into the public record in connection with items DI.1 on 10-28-10 Priscilla A. Thompson City Clerk MDC PWD Traffic Flow Modifications)/Street Closures Procedure (Revised January 2009) Report on Policy on Speed Humps: Honorable Chairman Carlos A_ Gimenez And Members, Regional Transportation Committee Page 2 launched into the air toeing total controi of their bicycle. Drivers have also been observed to be dlstra fed by the human, therefore, ignoring other hazards such as children. TP a efora,_t Sgd flumes may be a I?otenttat Safety hraseet, Other disadvantages are: • Increase in air pollution and fuel usage as traffic travels in a lower gear using significantly more fuel per mile, Increases in vehicle wear and tear because speed humps frequently cause damage to vehicles even at normal speed levels • An increase in roadway maintenance costs because the road surface before and after a hump tends 10 develop potholes after a few years. • Accidental automobile air bag deployment Recommendation A reduction in vehicle speed and volume may be accomplished either by horizontal controls. such as traffic circles or vertical controls such as the speed humps or tables. Our current policy fevers horizontal control over vertical control since they are e,:ifnr alrr4 earn Tsrovbje comfortable maneuvenng for people with casabllthes and those trarxeported on emergency vehicles. As such, cur current potsey en the vertical etril-ota, as described in Afle hment A, is limited to threes low volume 'oval fesidlnryl streets where there is rio interaec11r+g street within a die -tenon of 750 feet and where the speed is daterr*iee to be St leasi 1,0 MPH ovdr the postaldspeed limit. Ass i' Coun Manager Date Submitted into the public record in connection with items DI.1 on 10-28-10 Priscilla A. Thompson City Clerk C 'noeuinenn, and SermgsVGonna.c a ocsd sonmpa\Temporsry FFiei3OLK*fASpead Tables-numa. Mena (Finaq.aoc 111 Submitted into the public record in connection with items D1.1 on 10-28-10 Priscilla A. Thompson City Clerk