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Semelhante a Lifesavers 2011 Speed Regulation Through Engineering Countermeasures
Semelhante a Lifesavers 2011 Speed Regulation Through Engineering Countermeasures (20)
Lifesavers 2011 Speed Regulation Through Engineering Countermeasures
- 1. Speed Regulation Through Engineering Countermeasures Kerry Wilcoxon, P.E. City of Phoenix Street Transportation Dept Lifesavers Conference March 28,
- 2. Engineering Countermeasures Fighting against trends • Vehicle engineering – Quieter, easier handling vehicles • Roadway engineering – Wide, well maintained roads – Disjointed neighborhoods • Declining enforcement resources – More miles and fewer officers • Human nature
- 3. General Approach • Data collection • Public education • Plan development • Consensus building • Testing and evaluation • Final implementation
- 4. Engineering Countermeasures • Notification – Driver feedback signs • Restriction – Road striping – Road diets • Deflection – Vertical – Speed humps – Horizontal – Traffic circles and islands
- 5. Engineering Countermeasures Traffic Calming Road Diet Road Striping Feedback Time Cost Education Enforcement Engineering
- 6. Notification Radar Feedback Signs Radar Trailers Theory Advising driver and surrounding traffic of speed may trigger change Permanent Radar Signs in behavior
- 7. Radar Feedback Signs Thunderbird High School Project Background Part of school crossing upgrades Arterial Street - 34,400 vehicle/day Cost - $15,000
- 8. Radar Feedback Signs Thunderbird High School 35 MPH Speed Limit Project Conclusions Signs not effective over time Create maintenance burden
- 9. Radar Feedback Trailers Radar Trailer Program Project Background Trailers rented not owned Deployed by rental company Trailers typically deployed for one week Cost - $500/week
- 10. Radar Feedback Trailers Radar Trailer Program 30 MPH Speed Limit (typ.) Project Conclusions Signs effective for short duration No maintenance burden High public acceptance
- 11. Restriction Road Striping Theory Delineating travel lane and optically narrowing pathway may slow traffic
- 12. Restriction Road Striping Practice Add center line stripe Edge stripe, bike lane or parking lane Used on collector or arterial streets Conclusion Possible speed reduction Often perceived speed reduction Buffer created between road and neighborhood
- 13. Restriction Road Diet Theory Removing one or more lanes from multi-lane road: • Sets speed at lead vehicle • Eliminates passing • Allows exit from travel lane prior to turning • Provides room for bike lanes • Reduces pedestrian exposure Can be done without reducing intersection or signal efficiency Volume reductions only possible if alternative routes are available
- 14. Restriction Road Diet Practice Used on collector or arterial streets Remove one travel lane in each direction Add center two-way-left-turn lane Add bike or parking lane Room for add pedestrian islands
- 15. Restriction 15th Avenue Road Diet 15th Avenue: Average Speed reduced by 3 mph Volume reduced by 25% No neighborhood cut-through Reduced crash rate Reduced road noise levels Conclusions Speed & volume reductions sustained Low cost (biggest cost - slurry) High neighborhood and biking community acceptance Evidence that parallel arterials took displaced volume
- 16. Deflection Vertical or Horizontal Theory Creating vertical or horizontal displacement limits vehicle speed Speed Humps Traffic Circles and Islands
- 17. Deflection Vertical – Speed Humps Speed Humps Asphalt mound 3 ½ inches in height Used on local streets only Requires neighborhood petitioning Requires partial neighborhood funding Cost - $1900 Standard Speed Hump Conclusions Reduces speed at hump up to 5 mph Can reduce or shift cut-through traffic High neighborhood acceptance Reduces emergency response times Split Speed Hump
- 18. Deflection Horizontal Traffic Circles and Islands Traffic Circles Temporary or permanent islands built at intersections or driveways Creates single horizontal travel path disruption Used on local and collector streets Requires neighborhood petitioning Cost - $250-350,000 Traffic Circle Traffic Islands Temporary or permanent islands built on road segments Creates multiple horizontal travel path disruptions Used on collector streets Requires neighborhood petitioning Cost - $300-400,000 Traffic Island
- 19. Deflection Traffic Circle Practice Collector-collector or collector-local intersection Volume – 2000-10,000 vehicle/day Local consensus required
- 20. Deflection Traffic Circles Desired Results Intersection remains safe Reduced average speed Reduced percentage of speeders No shift in traffic patterns to other neighborhood streets
- 21. Deflection 36th Street at Rosemonte Drive Traffic Circle Pre-installation Collector – local intersection Speed limit: 25 mph Average speed: 34 mph Speeding (>35 mph): 37% Traffic volume: 2300 vpd Temporary Test Circle Post-installation Average speed: 28 mph Speeding (>35 mph): 9% Traffic volume: 2300 vpd Conclusion Traffic circle effectively reduced both average and high end speeds Permanent Circle
- 22. Conclusions Engineering countermeasures… • can be an effective tool to lower speed • require careful evaluation • are usually expensive with long lead time • works better with public consent • drivers can and do compensate over time
- 23. Comments Kerry Wilcoxon kerry.wilcoxon@phoenix.gov 602-262-4613
Notas do Editor
- Summary: A road diet is one of the best tools to improve the safety of pedestrian crossings Message: A road diet reduces the number of general purpose motor vehicle lanes. In this example, there is a four lane roadway that is difficult to cross. Pedestrians must cross four lanes of travel, there is no buffer between the roadway and the sidewalk, and there is no designated place for bicyclists. Additionally, it is difficult for motorists to make left turns into the parking lots of local homes and businesses. Image(s): Provided by Dan Burden.