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HomeMy WebLinkAboutTIC 2018-05-29 Item 4B - Discussion - Handout Distributed at Meeting - Crosswalks and Stop Signs GuidelinesCity of Tukwila Allan Ekberg, Mayor INFORMATIONAL MEMORANDUM TO: Transportation Committee FROM: Bob Gibersori, PW Director CC: Mayor Ekberg DATE: November 1, 2016 SUBJECTS: Stop Sign and Crosswalk Guidelines ISSUES How do stop signs, crosswalks and speed humps get approved by the City for installation? BACKGROUND Over time, many citizens have requested stop signs, crosswalks, speed humps and speed limit changes in order to control speeding in our neighborhoods. The City of Tukwila is required to follow the 2009 Edition of the Manual On Uniform Traffic Control Devices (MUTCD), as adopted by the State in WAC 468-95-010. According to WAC 468-95-017, "The decision to use a particular device at a particular location should be made on the basis of either an engineering study or the application of engineering judgment. Thus, while this manual provides Standards, Guidance, and Options for the design and application of traffic control devices, this manual should not be considered a substitute for engineering judgment. Engineering judgment should be exercised in the selection and application of traffic control devices, as well as in the location and design of the roads and streets that the devices complement. [DISCUSSION Attached are four Institute of Traffic Engineers (ITE) bulletins, based on the MUTCD guidance, describing stop signs, speed humps and speed lirnits. In summary: Stop signs should only be installed if at least one of these criteria describe an intersection: • A minor road intersects a major road where application of normal right-of-way rule is hazardous • A street enters through a highway or street O The intersection is unsignalized in a signalized area • Combination of high speed, restricted view, and serious accident history indicates a need Four-way stop signs may be warranted by any one of the following: • Where a traffic signal is warranted, multi -way stop control is an interim measure that can be quickly implemented until the signal is designed and installed • Five or more reported accidents within a twelve-month period, based on conditions • Sufficient vehicle volumes in all directions, based on certain conditions w:‘,pw englprojectstas 11V & Es projects \ traffic cairrting,dnfo memo stop stgos_xwalks_etc bg.docx INFORMATIONAL MEMO Page 2 Speed humps are raised areas in the roadway and shouldn't be confused with low speed parking lot speed bumps that are not allowed in the right-of-way due to higher speeds and liability. Speed humps can have benefits to safety, if placed in the appropriate places and manner. Improper speed humps can have detrimental effects like diverting traffic to other neighborhoods, increased noise levels, increased vehicle emissions, increased response time for emergency vehicles, conflicts with school or transit bus operations, hazards for bicyclists and motorcyclists. The City has presented a Traffic Calming Program to Transportation Committee many times in the past. An abbreviated summary is attached and we plan to have a shorter version on our website in 2017. Speed limits are set by Ordinance after conducting a speed study, as authorized by RCW 46.61.415. See attached speed limit fact sheet. One of the last speed studies and limit change was presented to Council on August 13, 2012. Crosswalks are analyzed based on national research and best practices including NCHRP Report 562: improving Pedestrian Safety at Unsignalized Intersections. NCHRP 562 recommends 14 pedestrians per hour for a peak -hour evaluation for the installation of a marked crosswalk for speeds that exceed 35 miles per hour and 20 pedestrians per hour for roadways with speeds of 35 miles per hour or less. As the Public Works web page is refined, these documents and related items can be added as a tool for answering common citizen questions and concerns regarding traffic control devices, RECOMMENDATION For information and discussion only. Attachments: Stop Sign (ITE) All Way Stop (ITE) Speed Humps (ITE) Speed Limits (ITE) Reference Documents: 2009 Manual on Uniform Traffic Control Devices (FHWA) http://www,wsdotwa,goy/operations/traffic/mutcd:htm WAC 468-95 http i/apps led wa.00y/wac/ NHCRP Study 562 - full version http://www,trb.orq/Publications/Blurbs/157723,aspx TIB Speed Study (August 6, 2012 Transportation Committee): http://tinyurl,com/hrn5epzm TIB Crosswalk Study (March 21, 2016 Transportation Committee) http://tinyurtcorn/jokdpos Tukwila Traffic Calming Program (March 2008 Transportation Committee) http://records,tukwilawa,qoyNVebLink8/DocView,aspx?id=195046 Apw eng1projects1a- rw & rs projects\traffic caIminginfo memo stop signs xwalksetc bg,docx The lnstitute of Transportation Engineers Traffic Engineering Council presents TIPS on Troffk €nCOrtliearin Stop Signs How do you decide where to install STOP signs? STOP signs are traffic control devices that drivers encounter every day. They impose an inconvenience on the driver that cannot be ignored. Many drivers feel that more or fewer STOP signs are needed depending on the location and the time of day. Since they impose a significant amount of control over traffic, traffic engineers are very selective about STOP sign installation. In order to ensure that the advantages of installing a STOP sign outweigh the disadvantages, and to provide some consistency in the application of STOP signs, four warrants have been developed that define the minimum conditions under which further consideration of a STOP sign is appropriate. Using these warrants, traffic engineers look at an intersection based on various criteria: Does a minor road intersect a major road where application of normal right-of-way rule is particularly hazardous? • Does a street enter a through highway or street? • Is the intersection an unsignalized one in a signalized area? • Does the combination of high speed, restricted view, and serious accident history indicate a need for a STOP sign? If one or more of these criteria describe the intersection, the traffic engineer then determines if a STOP sign is the best solution for the problem. It is important to note that a STOP sign should not be installed unless it meets one or more of the 93 warrants. However, if an intersection meets a warrant, a STOP sign does not have to be installed. The engineer should consider lesser control of the intersection, such as a YIELD sign, before installing a STOP sign. Some intersections may require a multi - way STOP sign installation as a safety measure. There are three warrants to help determine if multi -way STOP signs are needed at an intersection. The engineer performs the same analysis as that for two- way STOP signs. Many citizens believe that installing a STOP sign at an intersection will control speed along the roadway. However, unwarranted STOP signs can actually create other problems both at the intersection and along the roadway. When unwarranted STOP signs are used, drivers must stop more frequently. Thus, they tend to drive faster between intersections in order to save time. Unwarranted STOP signs also encourage disobedience and the use of alternate, inadequate routes. Properly located STOP signs can have various benefits. Aside from providing orderly traffic movement, they can reduce some types of accidents and allow minor street traffic to enter or cross a major roadway. Thus, before installing a warranted STOP sign, an engineer should determine that the STOP sign will improve the overall safety and/or operation of the intersection. 94 The institute of Transportation Engineers Traffic Engineering Council presents TIPS on TrailErnelrIn Four -Way Stop Signs Why can't we have art al -way stop to reduce accidents? Many people believe that installing STOP signs on all approaches to an intersection will result in fewer accidents. Effects of unwarranted stop signs on driver behavior and safety are difficult to substantiate. Also, there is no real evidence to indicate that STOP signs decrease the overall speed of traffic. Impatient drivers view the additional delay caused by unwarranted STOP signs as "lost time" to be made up by driving at higher speeds between STOP signs. Unwarranted STOP signs breed disrespect by motorists who tend to ignore them or only slow down without stopping. This can sometimes lead to tragic consequences. Generally, every State requires the installation of all traffic control devices, including STOP signs, to meet state standards of the Department of Transportation. The state standards are based on the Manual on Uniform Traffic Control Devices (MLJTCD). The murcD is published by the U.S. Department of Transportation, is the national standard for traffic control devices. The MUTCD prescribes standards for the design, location, use and operation of traffic control devices. The installation of multi -way stop control must first meet the warrants as set forth in the MUTCD. Any of the following conditions may warrant an all -way STOP sign installation: 1. Where a traffic signal is warranted, multi -way stop control is an interim measure that can be implemented 95 quickly to control traffic until the signal is designed and installed. 2. The occurrence within a twelve-month period of five or more reported accidents of a type susceptible to correction by multi-way stop control. Such accident types include turn collisions, as well as right-angle col lisions. Total vehicular volume entering the intersection from all approaches must average 500 vehicles per hour for any eight hours of an average day and the combined vehicular and pedestrian volume from the minor street or highway must average at least 200 units per hour for the same eight hours, with an average delay to minor street vehicular traffic of at least 30 seconds per vehicle during the maximum hour. However, when the 85th percentile speed of traffic approaching on the major street exceeds 40 miles per hour, the above minimum volumes are reduced to 70 percent. STOP signs should not be viewed as a cure-all for solving safety problems but, when properly located, can be useful traffic control devices to enhance safety for all roadway users. 96 The Institute of Transportation Engineers Traffic Engineering Council presents TIPS on Trelieri Speed Humps Can speed bumps be installed on my street? A speed "hump" is a raised area in the roadway pavement surface extending transversely across the travel way. Not to be confused with a speed hump, a speed "bump" is a, raised area in a private driveway or parking lot, Speed hump dimensions and characteristics vary from agency to agency. They are typically 12 foot long by 3 to 4 inches high and are usually placed across the roadway between intersections. They are typically requested by residents as a means to slow traffic in residential neighborhoods or decrease the amount of "cut -though" traffic. In general, speed humps may: . Reduce traffic speeds in the immediate vicinity of the speed humps, 2. Decrease traffic volume, and . Reduce accidents in some areas.. At the same time, however, speed humps may also have the following detrimental effects: 1, Divert traffic to other neighborhood streets thereby moving the problem rather than solving it, 2. Increase noise level due to vehicle brakes, tires and engine, 3. Increase vehicle emissions due to deceleration and acceleration, 4. Increase response time of emergency vehicles, 5. Conflict with school and transit bus operation, 6. Present a potential hazard to bicyclists and motorcyclists. 97 Most agencies have a Speed Control Plan which either advocates the use of speed humps as a system wide tool to reduce speeds and/or vehicular volumes or eliminates their use unconditionally. When determining whether to install speed humps, the following restrictions may apply: 1. Streets serving transit buses. 2. Streets with daily traffic volumes above some predetermined threshold. 3. Streets designated as collector streets. 4. Rural roads, The Institute of Transportation Engineers has developed a report covering the design and application of speed humps. The report (Guidelines for the Design and Application of Speed Humps) was prepared by the ITE Technical Council Speed Humps Task Force in 1995. It can be obtained by contacting ITE headquarters at 202/554-8050. 98 The Institute of Transportation Engineers Traffic Engineering Council presents TIPS on Speed Limits How are speed limits established? In general, the governing body which has jurisdictional control over a roadway has the power to establish the speed limit for that roadway. This is done by adopting a resolution or by passing an ordinance to establish the speed limit The State's Department of Transportation gives the final authority to establish and enforce the speed limit. SPEED ZONE AHEAD The matter of establishing the posted speed limit for a given roadway is a serious concern for the traffic engineer. It is based in part upon the characteristics of the roadway and its associated design speed. The design speed defines the values used for the design of a particular road and includes elements such as curve radii, stopping sight distance, and lengths of merges and tapers. Speed limits are also established in part by the drivers themselves. In order for a speed limit to be effective, it must be reasonable to the driver. Most drivers tend to regulate the speed of their vehicle relative to traffic, road and weather conditions. For a speed limit to be effective, the majority of the drivers rnust voluntarily comply with the law. It has been determined that the speed at which 85 percent of the motorists travel is reasonable and safe. The determination of the 85 percentile speed is made by conducting a speed survey of vehicles traveling along the roadway in question during normal operating conditions. Therefore, basing the speed limit upon this 85th percentile speed will insure a higher 99 level of compliance and create a reasonable uniform flow of traffic. Other factors which are also used in making a determination of the posted speed limit include road surface characteristics, shoulder condition, grade (i.e., steepness of the road), roadside development, parking practices, pedestrian activity, and accident experience. Once the engineering study has been completed and forwarded to the proper governing bodies for passage and approval, the required signs are then posted. Their placement and installation conforms to the Manual on Uniform Traffic Control Devices (MUTCD), which serves as the standard for the design, placement and installation of all traffic control devices. Speed limits cannot be posted in excess of legislatively mandated speed limits. From 1974 to 1995, the U.S. Congress also imposed the 55 mph National Maximum Speed Limit (NMSL). In 1995, Congress repealed the NMSL and returned control of maximum speed limits to the states. 100 2018 Cost Estir ates for Tra lc Ca ing methods Project element RATE Qty/Hrs In-house Contracted Estimate for Design & Construction New Single Crosswalk Location (typical 2 -lane roadway) Crosswalk Markings only (2-12lanes) Crosswalk Signs (4-purchased/installed) $1,800.00i $1 2 0 „ Oa New Single Crosswalk Location with ADA Ramp New/Upgrade (typical 2 -lane roadway) ' Single Crosswalk Location, Complete $3,000.00 0.00) ADA Compliant ramps (Pair) $10,00,„ t $1,800.00 i00 00 tO $1,200.00' Total $3 000.00 T7 5(Wo 1,0 1.0 $3 000.001 S7 500„00 ---....... ....---......-..................—........-.„-............-............................................., Total $13,000.00 New Single Crosswalk with ADA Ramps and RRFB (typical 2 -lane roadway) Single Crosswalk Location with ADA Ramp, Complete i $13,000.00 1.0 $13,000.00-1 $,32„500,00 , * RRFB with Crosswalk Markings and signs (2-12' lanes) I $32,000.001 1„0 $32,000.00,,' S.80,000,00 Total $46,000.00 New Sinsfe Radar Feedback Sign Permanent Installation Radar Feedback Sign (purchasedfirlstalled) $3,100.00 1.0 $3,100.00 Radar Sign Data annual subscription $500.001 1.0 $600.00 2:)0 Total' $3,600.00 39,000,0(„1 Other Traffic Calming Options Speed Cushion/Hump Pair (purchased/installed), complete $17 000.001 1.0 $17 000.00 44? 500 00 .., LED lit signs (regulatory or warning purchased/installed) 1 $2,000.00 1.0 $2,000.00 $5,000 0(1 New Sign (any stop, speed ect. purchased/installed) 1 $300.00 1 0 Stop line, 24" ( installed per 12" lane) ...... ..... ....... ,,.... .................... ...,.. . ....,........ Removal Costs (Varies based on type and complexity) Cost of Labor for removal of devices (per hr) * Rectangular Rapid Flashing Beacon Pedestrian crossing warning device $50.00! 1.0 $60.00 S.160th Speed Cushions Cos Analysis Hours 'Tracking Project element RATE Qty/rs TOTAL Project Management $70.00 120.0 8,400.00- Project Design/Engineering $18,500.00 Radar Sign Install labor $50.00 Speed Cushion purchase Sign/Hardware purchase Speed Cushion Install labor Sign Install labor Tube counts/After analysis System removal/restoration SubTotal 20°I Contingency Grand Total $36,000.00 $2,150.00 $50.00 $50.00 $1,000.00 $50.00 20.00c/ 16.0 1.0 1.0 280.0 80.0 0 180.0 O00.tt0 k *I Q0 4 i1)t}.0: 4,000.00 0l.0! TO 0 0 0 A Residential Guide to Neighborhood Speed Enforcement City of Delaware, Ohio A Residential Guide Neighborhood Speed Enforcement to Introduction: The perception of speeding on local streets is probably the most persistent problem facing residents and community officials alike. Although residential streets carry the lowest volume of traffic and are subject to the fewest accidents, they are often the subject of the most complaints regarding neighborhood speeding. Residents observe vehicles being driven at speeds perceived as "too fast" and conclude the need for increased local speed enforcement or for the installation of All Way Stop Signs along the route. In many cases, the speeds perceived as excessive by residents while standing in their yards are the same that they operate their vehicles at while driving. Studies have also shown that the majority of speeding violations occur by residents of that neighborhood. Complaints regarding speeding are often accompanied by a proposed solution to the speeding problem including the use of stop signs, speed bumps or limiting access to through vehicle movements. When the response from local officials does not support the proposed solution, a confrontational relationship is often established between frustrated residents and the community officials. The end result of this process can be 1) unhappy citizens, (2) continued complaints, (3) increased political pressure, and 4) the approval of ineffective traffic -calming measures. The City of Delaware has adopted traffic -calming guidelines to provide direction to officials and residents when addressing vehicle speeding issues. Traffic calming is the combination of physical controls and community support to reduce the negative effects of motor vehicle use, to alter driver behavior, and to improve the conditions for non - motorizes vehicle users. nn'rnotorizesvehideuseo. The use of traffic calming measures is subjective in nature and without prescribed solutions to any particular speeding issue. Some objectives of traffic calming include reducing vehicle speed, reducing crash frequency and severity, increase safety, reduce need for police enforcement, and to reduce cut -through traffic. Traffic -calming measures operate best when installed as part of a traffic management scheme as opposed to a single street at a time. A successful traffic -calming program must include enforcement, education, engineering and community involvement. Community support and participation is integral to establishing an effective traffic calming program. This booklet is established principally to improve the understanding of what defines a speeding problem and to provide guidance in the benefits of forming a Neighborhood Speed Watch Program, though the advantages and disadvantages of other traffic calming measures are also discussed. Identifying Speeding Problems: Perception plays a large role in an individual's determination as to the existence and severity of a speeding problem, Factors such as age, the amount and type of driving an individual performs, presence of children, and level of pedestrian activity all impact the increased perception of risk associated with the presence of speeding motorists. To eliminate the subjective nature in determining the severity of a speeding problem, a widely accepted traffic engineering standard has been utilized nationally in determining what is commonly referred to as the 85th percent speed. Traffic engineering research has determined that speed limits should be established according to the 85th percentile of free-flowing traffic. This means the limit should be set at the speed that 85 percent of people are driving at or below. Numerous studies have shown that the 85th percentile is the safest possible speed limit, and recognizes that most drivers voluntarily adjust their speed to the total roadway/roadside environment (width, alignment, surface condition, roadside development, pedestrian activity, weather, light conditions). In Ohio, local street speed limits are established at 25 MPH for the majority of locations. If a speed study determines that the 85 percentile speed is within 5 MPH of the 25 MPH posted speed limit, then it is concluded that the posted speed limit is appropriate for the area with minimal associated risk. Some communities feel that 85th percentile speeds within 10 MPH of the posted speed limit are acceptable and pose minimal risk to motorists or pedestrians. Other communities have a more conservative view. In Delaware, 85th percentile speeds recorded above 5 MPH over the posted speed limit is grounds to consider a more in depth study of a particular speeding issue and to consider potential counter measures to put in place to reduce speeding. Pre -Qualifications for Considering Installation of Traffic Calming Measures: Delaware's traffic calming guidelines provide specified criteria that must be met when considering the application of specific traffic calming measures. In general, for a traffic calming measure to be put in place; a. The street must have a posted speed limit of 25 MPH b. The street is classified as a local or neighborhood collector street c. The street has and average daily Traffic (ADT) < 3500 vehicles per day d. The 85th percentile speed, determined by study, is at least 5 MPH over the limit e. The street is not a cul-de-sac f. The street is not a primary emergency route When it is found that a street meets the referenced criteria, city staff will perform an in depth study of the situation to determine which if any, traffic calming measure could be imptemented to reduce the speeding issues. Before any calming measures are considered for installation, neighborhood consensus and support for incorporating traffic calming on any street is required. It is not unusual for a resident to present a concern over speeding as an issue that "everyone" is concerned over, only to find out that many residents do not support the installation of traffic-cairriing measures that will require them to have to slow or stop as they drive. Traffic-calmirig guidelines require support of 75% of residents on the street in question, as well as 50% from those on the adjacent side street. Ali Way Stop Sign Use: Stop signs are the most commonly requested traffic -calming measure when, in fact, stop signs are generally placed in order to establish the right-of-way for traffic through a particular intersection, and only after being warranted based on traffic studies. Nevertheless, it is generally believed by residents that the addition of stop signs will help slow traffic along a particular street. Delaware's policy recognizes the desire for a neighborhood to exercise a feeling of ownership when agreeing to accept the impacts associated with the additional of stop signs in order to achieve the perceived benefits. The placement of "A|| Way" stop signs will only be considered on streets meeting the pre -qualification criteria for traffic -calming measures, which have the majority support from the neighborhood, and full concurrence from city staff. Though stop signs will cause traffic to slow at an intersection, numerous studies indicate that the introduction of non -warranted stop signs can yield higher vehicle speeds between such intersections as motorists attempt to "make up time" along the route. Stop signs also yield increased noise from additional vehicle braking, idling, and acceleration. Another common result of the placement of additional API Way Stop Signsns is an increase in resident complaints regarding vehicles "rolling through" the sign. This occurs as motorists familiar with the street realize it is unlikely there will be traffic present at the intersection from the side street and are more inclined to proceed without coming to a full stop. This introduces increased risk to pedestrians who believe the presence of the additional sign increases their safety, Speed Bumps, Humps, and Tables: The city also receives inquiries on an annual basis for the installation of what 15 commonly referred to as speed bumps. Speed bumps, or humps as others call them, are actually the term for the very narrow raised strip of pavement often found in a parking lots or drive aisle to slow a vehicle down as they advance. In Delaware, only speed tables are permitted on public streets, and in very ��K limited applications. A speed table is a raised section of pavement generaily four inches high and 10 feet in length, with gradual sioping ramps leading up to and away from the table surface. A speed table 15 designed to be navigated smoothly without loss of vehicle control at 20-25 MPH. A speed bump can cause significant damage to a vehicle travelling above those speeds. More recently however, many lower smaller cars with front-end spoilers have experienced issues travelling over speed tables without slowing to 10 MPH or slower. This situation can Iead to the increased risk of rear end collisions where traffic is heavier. u Speed tables also result in increased vehicle noise and can be very inconvenient for curbside parking or if positioned in the relative proximity of a residential driveway. Speed tables are expensive to construct and are generally only effective if constructed in multiple locations on a particular street where speeding is a concern. Traffic Calming vs Police Enforcement Aside from stop signs and speed tables, there are many other calming measures that could be considered for neighborhood applications, all with varying degrees of effectiveness. Other measures include raised median islands, curb bump -outs, intersection narrowing, and pavement and striping chicanes. These traffic -calming measures are meant to be self -enforcing as opposed to traffic -control devices such as stop signs and access and turning restrictions, which are regulatory and require enforcement to be fully effective. The best time to incorporate traffic calming is when a neighborhood is initially being developed through a community planning process. Most speeding complaints however originate from established neighborhoods where many of the calming measures considered in city policy would be expensive or impractical to implement. When a police agency becomes aware of a particular traffic speeding problem, officers can be assigned to the problem area to enforce laws. Decisions must be made as to the enforcement strategy, number of officers, time of day, or any combination thereof depending on variables related to the reported offense. This type of activity tends to only solve the problem in the presence of the officer. The more officers assigned, the more effective this method. This can be a costly process especially when involving overtime or diverting officers from other assignments. In many cases, the police generally request a speed study be performed in conjunction with a specific enforcement request to identify the severity of the problem. Interesting enough, the majority of speed studies determine that the 85th percentiles speed is within 5 MPH of the posted speed limit and thus not considered a risk to residents, pedestrians or motorists. This is not to say that there are not vehicles travelling at rates substantially over the posted speed limit that do pose danger. Even in these cases though, it has been found that the most effective means to help control speeding and to modify driver behavior is through the establishment of a Neighborhood Speed Watch Program. Neighborhood Speed Watch Program: Another educational tool that is gaining more widespread utility is the Neighborhood Speed Watch Program whereby residents can become both educated about the perception of speeding as well as help control speeds with minimal police support. Such programs must involve law enforcement personnel to providing guidance and training while working as a team with residents capable of providing the manpower required in observing, identifying and recording violators. With police assistance, the neighbors are charged with educating each other, communicating their goals, and policing themselves. Neighbors identify the speeders and report findings to the local police who, in turn, will make contact with the speeder to both educate and warn of the consequences of continued violations. A Neighborhood Speed Watch Program has the benefit of bonding the residents by empowering a neighborhood group to take action to address a problem. The level of effort required will depend on an individual's role and size of neighborhood involved. Neighborhood Speed Watch programs rely on peer pressure and community spirit to increase awareness in a subdivision that 15 experiencing a speeding issues. Its success revolves on the fact that in a self-contained subdivision, the drivers involved are typically neighbors and friends of those with concerns over speeding, and thus are more inclined to adjust their individual driving behavior. These programs are less effective on cut -through traffic, though the same follow-up contact by law enforcement should be implemented. YOUR ��N���� ����N������������������ .=°~,�~"°==~~°���~�_=.= ' | DRIVE wn�N��� �0���� °�=~~� To be included in a Neighborhood Speed Watch Program; a. The street must have a posted speed limit of 25 MPH b. The street is classified as a local or neighborhood collector street (If unsure, Residents can contact the City of Delaware Department of Engineering Services at 740-2034700 to find out) Once approved, the following actions are taken: a. A neighborhood Watch Group (NWG) of representatives must form to both communicate information to the residents and to perform speed observations. The NWG meets with police staff to: • To receive guidance regarding Neighborhood Speed Watch Program For in -field radar device operation and training • To discuss neighborhood Speed Watch Program signage options and public awareness messaging and strategies. c. The NWG must communicate the purpose and goals of the Speed Watch Program to its residents in person, by letter, handouts, telephone, or email etc. d. The NWG performs radar speed observations and reviews the results with police to understand the habits of drivers and to determine the 85% speed. e. The NWG performs radar speed observations, records the license plate numbers of violators exceeding the calculated 85% speed, and forwards the information to the police department for written follow-up. The length of time that a Speed Watch Program runs will vary by neighborhood and by perception of the effectiveness of the efforts. Periodically, the city traffic engineer will review the data collected and perform additional 85th percentile speed studies to determine the effectiveness of the program in reducing speeding. An effective program will involve a combination of at,009404040004,1* oowN, NtlAtibtaftWX)0 ZONft communications to residents, public awareness messaging, and radar enforcement and notifications. Community involvement has, and will always be, a highly effective tool in resolving problems, complaints, and other issues. In many cases, It has become convenient for residents to rely on government to address their local concerns, though the effectiveness of this approach does not always yield the desired outcome. As government staff and budgets continue to shrink, the ability for government agencies to dedicate the necessary resources to adequately address speeding problems often falis short. residents embrace the idea of becoming part of the solution to a local problem and are willing to provide time to communicate with residents and perform valuable field work as part of an attempt to respond to an issue. The City of Delaware has made it possible to both train and empower its residents to be able to respond to the ongoing issue of neighborhood speed enforcement. This information is provided by: The City of Delaware Department of Engineering Services, 740-203-1700 ennai|@de|avvaneohiooet The City of Delaware Police Department, 740'203'1100, email@delawareohio.net CITY OF TUKWILA PUBLIC WORKS DEPARTMENT T FFIC CALMING PROGRAM Table of Contents INTRODUCTION.„. OBJECTIVES.... PROCESS STEPS .. INITIATING A REQUEST...„.,. PRELIMINARY EVALUATION ,. SOLUTION ALTERNATIVES..,. Level L. .. PROCESS FOR QUALIFYING REQUESTS.... PLAN DEVELOPMENT .....:::. .......:.......... PROJECT FUNDING. ...............,.. PROJECT` DESIGN AND CONSTRUCTION,.::; APPENDIX A: DEFINITIONS OF TYPES OF STREETS .:; APPENDIX B: LEVEL I TREATMENT APPENDIX C: PRIORITY POINT WORKSHEET l ,....:,:.... 3 4 „ 4 .. 4 4 4 5 ..5 b .7 ..T 7 8 Page 2of10' Introduction Traffic conditions ori residential streets greatly affect neighborhood livability. Speeding and unnecessary through -traffic in neighborhoods create safety hazards on residential streets. The City of Tukwila has developed a Neighborhood Traffic Calming Program (NTCP) to guide City staff and inform residents about the procedures for implementing traffic calming on residential streets and collector streets. As defined by the Institute of Transportation Engineers (ITE), traffic calming is the application of measures which can be taken which reduce the negative effects of motor vehicle use, alter driver behavior and improve conditions for non -motorized street users. The City's NTCP outlines a process for staff and residents to carry out a traffic calming program. It shows how to establish procedures with which to prioritize traffic calming requests. These procedures incorporate prioritization, planning, evaluation, implementation, and maintenance of the traffic -calming devices in residential areas. Also, it combines the four Es -- Education, Engineering, Enforcement and Emergency Services, Objectives The primary goal of the City's NTCP is to improve the livability of the local streets and residential collectors. With this in mind, the City has identified the following objectives: • Provide alternative solutions to reduce vehicular speeds and accidents on residential streets. • Endorse safe and pleasant conditions for motorists, bicyclists, pedestrians, and residents of neighborhood streets • Provide a means for a collaborative working relationship between City staff and neighborhood residents in development of traffic calming measures. ▪ Discourage use of residential streets for cut -through vehicular traffic. Process Steps Initiating a Request Request for traffic calming assistance can come from a citizen's association or from concerned individuals. Requests can be made by letter clearly stating the problem and location. accompanied with completed application which is provided by the City. The request can be made by either mailing cn- emailing the request to the Public Works Department. The request must include a contact person. Staff will then acknowledge the completed application in writing to the citizen's association or to the contact person listed in the application. An application fee could be implemented in the future to offset some of the costs involved. Page 3 of 10 Preliminary Evaluation In order to ensure that traffic calming concerns are addressed in an equitable manner, staff assess the situation by reviewing the request and determining if the area qualifies for treatment using set criteria. The primary purpose of a preliminary evaluation is to determine whether the speeding or accident situation is significant enough to warrant further study. At this stage, staff collect data and analyze it to determine whether: • Roadway is eligible for traffic calming treatment. • City recorded data supports the problem identified in the application. Criteria Each street in the community i a part of the larger roadway network that connects residents to each other, work, schools, goods, services and the countless destinations to which drivers and pedestrians travel daily. Coalition issues within neighborhoods include speeding, traffic volumes, and the utilization of neighborhood streets as a cut -through route, among others. Qualification criteria for the NTCP assistance for local streets, and residential collectors (for definition of local street and residential collectors see Appendix A) are as follows: • Speeding: the speeding criteria is met if 15% of the motorists travel at I Omph or more above the posted speed limit. • Volume: the traffic volume criteria is met if the volume for the 1_,ocal Streets are less than 3000 vehicles per day and Residential Collectors are less than 7,000 vehicles per day • Traffic Accidents: the number of accidents for Local Streets and Residential Collecuas is three or more in one year. If the analysis confirms that traffic problem exists based upon the above criteria, the Public Works Department will conduct a traffic calming study as explained in the following sections. Solution Alternatives The solution alternatives are defined into three levels. No Action If the request for a roadway are is judged to be not significant, the city staff will inform the applicant by letter that their request does not meet the city criteria for action. Level I First step to the improvement of traffic calming is some type of passive traffic control of Level I measures. Level I uses less restrictive measures, and does not require a Page 4 of 10 neighborhood vote. The improvements used in Level 1 include: trimming bushes to allow better sight distance; pavement markings; police enforcement; traffic speed display signs; neighborhood awareness campaigns; and education (for list of potential Level I improvements see Appendix B). This reduces the need for installing physical devices on every local street. Levelif Level II improvements should be considered if the Level I treatments do not resolve the problem. Level II improvements focus on physical devices such as speed humps, traffic circles, and chicanes (for a comprehensive list of devices see Appendix C) to calm traffic. These solution alternatives are much more costly than Level I and generally permanent. Therefore, a more detailed evaluation is required and approval by key departments and impacted area residents is required before the implementation. The detailed evaluation includes as follows: • The speed, volume and accident history collected during the preliminary evaluation. • Additional speed and volume, which may be collected after Level I implementation. (Data collection should be conducted on weekdays, September through May, when public school is in session.) • Other factors such as proximity to schools, parks and other pedestrian destinations, lack of sidewalks, accessibility and special needs issues, bicycle accessibility, roadway characteristics. Process for Qualifying Requests If a traffic problem, as defined in Criteria section, does exist, then the staff establishes an impact area, collects additional data and calculates the priority score for the street segment using the Priority Worksheet (see Appendix C). To determine the score staff will: • Collect any accident history for three consecutive years, traffic speed and/or traffic volume data available. Lino count information is available, data will be collected. • Identify users of the affected streets. • Identify traffic generators, such as schools, parks and shopping centers. • Analyze street use with respect to street classification. • Document any other relative factors. The applications are then prioritized based on the scores. Accordingly, the highest- ranking request should be undertaken during the coming year, depending on the budget. Page 5 of 10 Plan Development Once an area has been selected for a traffic -calming project, steps need to be taken to determine solutions. Since Level I solutions are simpler in scope, the solution formulation process can usually be handled within the engineering department. Public meetings are not usually required, although some type of public communication is beneficial and recommended. Level II improvements require a more comprehensive plan development due to the cost and high impact of the actions taken. A public meeting with all affected property OWners is required. The initial public meeting will: • 13iscuss the steps to develop a traffic -calming plan. • Gather additional information regarding traffic problems and related neighborhood needs. • Form a citizen traffic committee. The committee should consist of about four to six residents and will work with the city staff during this stage. The neighborhood committee should be representative of the entire impacted area rather than concentrated on one or two streets or areas. Once the committee is formed, it will function as the liaison between the city and neighborhood residents. The city staff will work closely with the neighborhood committee to identify the petition area and to find a traffic -calming measure that most realistically addresses the traffic concerns. The committee will inform the residents of the traffic calming process and will assists in obtaining the required number of signatures needed. The next step in the implementation process is that the staff must determine if the project has sufficient neighborhood support to warrant funding. A ballot is sent to each property owner in the impacted area where they are asked to vote on the issue. The implementation must receive at least 65% approval of all residents in the impacted area in order to proceed. In addition to the community support, the approval of the following public officials is required: • City Police and Fire Departments • Neighborhood Traffic Committee • City Council Once the necessary level of support is determined, projects will be funded according to their prioritization, In cases where a request does not receive sufficient support, the project is dropped from the list and the next highest ranked project can go through the same process. Residents in Page 6 of 1 0 an area where a project has been dropped are able to resubmit their request for the following program year, Project Funding Once a solution has been deterrnined and approved, the project will go through the process of approval for funding. All traffic -calming projects are fully funded by the City. The number of traffic -calming projects undertaken each year depends on a City's budget. In some cases, landscaping, maintenance and necessary easement dedication can be the responsibility of the residents or the homeowners associations. If this is the selected choice, an agreement must be signed between the City and residents before the project is implemented. Project Design and Construction Once traffic -calming treatments have been agreed upon and approved, the City's staff or a consultant develops the detailed plan, based on the study and the residents' input. The traffic calming device will be installed as soon as possible. In some situation, a test installation might be warranted to assure that the device is both effective and truly desired by the community. In this case, within three to twelve months after installation, staff evaluates how well the test installation performed in terms of the defined problems and a poll is taken of all the affected residents to ensure continued support. Evaluation An evaluation shall be conducted between six months to one year after the construction of the permanent traffic calming device. Speed, volume and collision data is collected and compared with the data collected before the installation of the traffic -calming device. The data collection should be done at approximately the same time of year as the original data collection. Removal If the impacted neighborhood is dissatisfied with the outcome of the implementation, they can submit a petition to modify or remove the traffic calming device. The petition must be signed by over 70% of the residents within the impacted area. If the residents vote to remove the traffic calming device then the residents must pay the cost of removal and fixing the road way to the City's standard. If the staff determine that the traffic calming devices have resulted in an unacceptable safety issue, the removal of the devices will be done at the City*s cost. Page 7 of 10 Appendices Appendix A: Definitions of types of streets Local streets (typical speed limit 25 mph) serve local circulation needs for motor vehicles, bicycles, and pedestrian traffic and provide access to residences and some businesses. Local streets are not intended to carry significant volumes of through traffic. Residential collectors (typical speed limit 30-35 mph) are somewhat more difficult to define. Collector streets are typically streets that provide access between local service streets or from local streets to thorough -fares. Residential collectors often carry some through traffic. Page 8 of 10 Appendix B: Level 1 Possible Treatments Educating the Community Educating the community on traffic issues is an important first step in addressing the residentsconcerns. Most of the time, the residents do not acknowledge that the majority of people who speed in neighborhood streets are the local residents; therefore, educating them about speeding and their driving behaviors can improve driving habits. Neighborhood Awareness Campaign In the neighborhood awareness camtpaign, residents should be given partnership in solving speeding problem in their neighborhood. This is done by allowing residents to go out in their local streets, using radar equipment, and monitor speeding vehicles. Residents should be trained to use the radar equipment and should be given instruction in collecting data. These volunteers should record license numbers of the speeding vehicles. The violators (vehicles registered owner) will receive a letter from the City, informing the owner of the observed violation and encourage them or drivers of their vehicles to drive at or below the posted speed limit. However, no formal violations or fines are issued. Paewent Markings, Speeding Limit Signs and Vegetation Trimming huprovement can be made by simply marking the pavement, installing speed limit signs at more visible locations, or trimming bushes for a better visibility; this will allow drivers to be aware of the speed limit of the local streets. Pavement marking and signing include signs for residential zone designation, speed limit and other necessary information needed for motorists. Police Enforcement The traffic enforcement encourage drivers to change their driving behaviors through giving citation to violators, The Police Department should be given the information of the data collected of the location. This information helps the officer to determine the time of day of the speeding mostly occurs. Radar Speed Trailer Deployment Use of a Radar Speed Trailer to heighten the drivers' awareness of the speed they are traveling is also useful in driver education. Sometimes deploying the Radar Speed Trailer will result in allowing the concerned neighborhood to see that actual speeds may not be as high as what had been perceived. Page 9 of 10 Appendix C: Priority Point Worksheet, Location: Date: Staff Name: Category Points 1. Accidents: 1pts for each recorded accident of the roadway for the past 3years 2. Volume: Average daily traffic volumes (weekday) divided by 100 3. Speed: 5pts for every mph more than 5-10mph above the posted speed limit 4. Sidewalks: If sidewalks exist Opts; if not 5pts 5. School: lOpts for each school within the impacted area Total Points: Speed, Accident and Volume Data Volume = 85% Speed = % lOmph above = Basis for Point Assignment Chart Criteria Basis for Point Assignment Accidents 10 points for each recorded accident of roadway for the past three years total (5 points will be added if there an injury reported) Speed 5 points for every mph greater than 1 Omph above the posted speed or {(85th percentile speed limit — 10 mph — posted speed limit) x 5 points] Volume (Residential) 1 point for every 200 vehicles Average daily traffic volumes (weekday) Volume (('ollector) 1 point for every 500 vehicles Average daily traffic volumes (weekday) Side alks 5 points if there is not a continuous sidewalk on one side of residential streets or both sides of collectors Schools 5 points for every school within the impact area and 2 points for school property within 500 ft of the impact area Page 10 of 10 City of Tukwila Neighborhood 'Traffic Calming Application Please complete this form to be considered for neighborhood traffic calming program. Collect as many nearby resident signatures as possible to show neighborhood support for traffic calming measures. After receiving this form, the Engineering Department will research your request (speed studies, accident histories, etc.) to determine eligibility for the Traffic Calming program. Eligibility is based on traffic speed, traffic volume, and accident history. If your street is determined to be eligible for this program, it will be scored in a competitive process against other requests. Primary Roadway Extents: From to Neighborhood Contact Person Information: Name: Address: Home #: Work #: Complaint: (provide a brief explanation of the problem — speeding, cut -through traffic, etc. Please describe the problem only — do not suggest improvements.) Please attach sheets with nearby resident signatures (form provided for use on reverse). Forms must be returned to: City of Tukwila, Public Works Department Traffic Calming Program 6300 Southcenter Boulevard, Suite 100 Tukwila, WA 98188 City of Tukwila Neighborhood Traffic Calming Application This form is to confirm resident support for the potential installation of a traffic -calming device on 'street name). All submitted projects are screened for eligibility and then scored through a competitive process. Name: Name: Address. Address: Phone: Phone: Signature: Signature: Name: Name: Address: Address: Phone: Phone: Signature: Signature: Name: Name: Address: Address: Phone: Phone: Signature: Signature: Name: Name: Address: Address Phone: Phone: Signature: Signature: Name: Name: Address: Address: Phone: Phone: Signature: Signature: Page of