Administrative Traffic Management & Transportation Training

Administrative Traffic Management & Transportation

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COURSE OBJECTIVES• Functional Classification of Roadways. • Urban Arterial Street Lighting Program &Procedures

to Provide Street Lighting at Intersections. • Traffic Regulation Orders and Control Measures/Turn

Lane Policy.• Roads Impact Fee Ordinance Administrative Code. • Road Maintenance Acceptance Policy. • Traffic Calming in Residential Areas.


Functional Classification of Roadways


What is the function of a road?The functional classification of a road is the class, or

group, of roads that the road belongs to. There are three main functional classes: arterial, collector, and local.• Provides mobility (arterials)• Provides access (locals)• Provides both (collectors)Roads have two basic functions: providing mobility and providing access. The degree that one function is more important than the other determines its functional classification. By mobility, we mean moving traffic. By access, we mean providing access to the homes and businesses that the road serves.


Relationship to service

This figure (directly out of the Functional Classification Guidebook), illustrates that most roads provide both mobility and access. However, the higher classes are mainly for mobility and the lower classifications are for access.


Functional Classification?

This is an extreme example, but does this road provide more access, or mobility?

Would probably be a rural local road.



• Another extreme example from the other end of the spectrum.

• Access or Mobility?• Urban Arterials



• OK, not from this country, but is this road providing access or mobility?

• Both – how about Urban Major Collector Status


Why classify roads?• There are approximately 4,000,000 miles of

roads in the U.S for example.• Some are more “important” than others.• Helps determine which level of government.

has responsibility.• Influences design.• Affects how they are funded.• Impacts Federal-Aid.


Besides the Federal requirement to classify highways, there are many other good reasons to do so.• Q: Which roads are the States usually responsible for? Do states usually have

more responsibility for rural areas than urban areas?A: The higher functional classes are usually the responsibility of the State Governments.• Q: Can you think of any design characteristics that are related to a road’s

function?A: Access management, speed, parking, lane width, shoulders, signal timing, pavement condition, etc. All would be different depending on the function of the roadway.• Q: What about funding the roadways?

How do we fund higher functioning roads like arterials? User taxes such as gas, registration fees and tolls

How do we fund local roads? State gas, property taxes and general revenue.Think about this. Do we need more information/data for the higher function classes?

If you were collecting traffic counts, would you count EVERY road or would you use a statistically valid sample?

Do you think it would make sense to design the sample around functional classes?HPMS data samples are determined by stratified random sampling. Sampling rates are determined by functional class and traffic volumes.


Urban Arterial Street Lighting Program & Procedures to Provide Street Lighting at

Intersections


GOALS OF THE STREET LIGHTING PROGRAM

• To provide for the safety of nighttime traffic operations. • To provide the pedestrian a safe and secure feeling. • To provide a street lighting plan that is consistent with the Dark Sky Association, Illumination Engineering Society and Federal Highway Administration's guidelines. • To deter crime on Arlington County Streets


WHAT IS STREET LIGHTING POLICY?This street lighting policy

provides structured guidelines to establish street lighting standards, identify street lighting types, and prioritize street lighting needs within the City/County.

The policy includes a priority system to determine where light is needed and includes illumination levels, which are based on any city street classification system while being consistent with federal guidelines.


THE NEED FOR LIGHTING

The need for public street lighting is becoming more important in an “urban village” environment.

Public lighting provides for the safe operation of traffic on streets, provides pedestrians a safer traveling environment, promotes night use of commercial shopping areas, and increases citizen perception of safety from incidences of crime, which improves the quality of life in neighborhoods by creating the perception of safety.


When considered on a broad level, the need for lighting can be classified into three major categories: traffic and pedestrian safety; crime reduction; and aging driver considerations.

The general purpose of roadway lighting is to provide improved visibility for the various users of the roadways and associated facilities.

Users include drivers of vehicles such as automobiles, trucks, buses, motorcycles and bicycles, pedestrians, and other citizens of the community. Roadways are defined as freeways, highways, and city streets of various types.


It should be emphasized that illumination of the roadway and the adjacent areas is the basic medium for transmitting nighttime driver information. Indeed, virtually all of the rural highway mileage and a substantial amount of suburban and urban street mileage depend on illumination by vehicle headlights. On many of these roadways, illumination by vehicle headlights is entirely adequate. On other sections of roadways, particularly on the more complex and more heavily traveled urban streets and highways, additional illumination is needed.

The objectives in providing this additional lighting can be summarized as follows:-To supplement vehicle headlights, extending the visibility range beyond their limits both laterally and longitudinally

• To improve the visibility of roadway features and objects on or near the roadway. • To delineate the roadway ahead. • To provide visibility of the environment, and • To reduce the apprehension of those using the roadway.


Intersection Lighting Luminaires at intersections shall be located to furnish silhouette discernment lighting unless raised islands or medians are present at which time direct reflectance illumination shall be used. Basic lighting at intersections and interchanges must provide an average maintained intensity of not less than 0.6 foot-candle. See the Project Development Manual for examples of typical layouts.


Intersection Lighting Roadway lighting proposals shall abide by the criteria described herein for

either the continuous or intersection classification.Typically, intersection lighting is utilized at isolated intersections and is

allowable where a proposed intersection installation is at least 500 feet from an existing lighting installation or cross-street intersection.

Revised June 1, 2003 Continuous lighting shall be provided when the proposal includes the lighting of two or more intersections less than 500 feet apart, typically in urban or suburban areas. Where an intersection is not involved, continuous lighting can be considered if the length of roadway to be lighted is at least 500 feet.

For proposals involving diamond interchanges or at-grade intersections on divided highways, it is not permissible to light only one ramp terminus or outer road intersection.

If it is desirable to light the intersection of outer road and cross-street, lighting at both ramp terminals (diamond interchange) or at-grade intersection is first required.


Intersection Lighting • Intersection design standards include the required offset spacing between street entrances

to achieve safer 3 way T type intersections where feasible instead of four way intersections. • Private Driveways should incorporate slope transitions where required to minimize damage

to undercarriages from contact with pavement at sudden slope changes. Driveway Entrance Standards include the geometric considerations for safe curb cut entrances and sidewalk crossings.

• Specifications on traffic calming design include curb bulb outs at four way intersections and the use of chicanes to achieve a moderated S roadway alignment.

• Landscaping specifications within the municipal right of way include geometric layout of the planting strips between edge of curb and sidewalk. Other considerations include spacing of shade trees based on the crown spread at maturity.

• Street lighting standards limit the maximum pole height to 25 feet. Full luminaire shielding is recommended for outputs greater than 2000 lumens.


Continuous Roadway Lighting

1- Average Maintained IntensityContinuous lighting installations along freeways, urban arterials, expressways and ramp connections thereto shall provide an average maintained intensity of not less than 0.6 foot-candle and a minimum intensity of not less than 0.2 foot-candle. Continuous lighting installations on existing roadways, not including freeways, urban arterials, expressways or ramp connections thereto, must provide an average maintained intensity of not less than 0.4 foot-candle and a minimum intensity of not less than 0.2 foot-candle.


2- Uniformity RatioThe uniformity ratio is the ratio of average foot-candles of IL luminance on the pavement area to the foot-candles at the point of minimum IL luminance on the pavement. Continuous lighting must provide a uniformity ratio of 4:1 or better for 45 foot mounting heights and 6:1 or better for 30 foot mounting heights. NOTE: When ornamental lighting is proposed, the veiling luminance ratio of 0.3:1 is required. This is the max ratio of veiling luminance to average pavement luminance.


Lighting fixtures, lamps and poles · Core level (typical) lighting fixtures

Several factors contribute to the amount of light that is delivered to the street. These are the type and intensity of lamp, the age of the lamp and fixture, and the style or type of fixture.

A major controlled factor is the fixture type.

There are currently a lot of fixtures in use in world today.


Lighting fixtures, lamps and poles · Core level (typical) lighting fixtures

1- CARLYLE AND DOUBLE CARLYLE FIXTURES The "Carlyle” and “Double Globe Carlyle” ornamental pedestrian scale luminaires are

more decorative luminaires that are used along sidewalks in commercial and residential areas. These fixtures are typically 12 to 16 feet in height. Whether single or double globe

fixtures ore installed on an principal and minor arterial roadway depends on the “site plan” conditions and are subject to vary based on location.

An Arlington County Department of Transportation Engineering and Operations street light engineer determines the actual height of the fixtures based on the neighborhood, location and proximity to other elements of the project’s site plans.

Carlyle Fixture Double Carlyle Fixture


2. COBRA FIXTUREThe "Cobra" roadway luminaire is

primarily found at intersections, in neighborhoods, along arterial streets and at some traffic signal locations.

3. TEARDROP FIXTUREThe “Teardrop” luminaire is a decorative

lighting fixture that may be found atop some signalized intersections along arterial streets.


4. SQUARE BOX, COLONIAL AND GLOBE FIXTURESThe “Square Box” luminaire is located mostly in parking lots, parks

and open spaces. The “Globe”, although in small numbers, may still be in some commercial areas such as Courthouse and Clarendon in the USA.


Traffic Regulation Orders and Control Measures/Turn Lane Policy


Traffic Regulation Orders and Control Measures/Turn Lane Policy

• A Traffic Regulation Order (TRO) is a legal document made under the Road Traffic Regulation, and all other enabling powers, by the local authority under its powers as a highway authority to support any enforceable traffic or highways measures.

• Failure to comply with the requirements of a TRO , as indicated by signs or road markings, is an offence that may result in the issue of a Penalty Charge Notice, by a Civil Enforcement Officer, or prosecution by the Police.


When is a TRO Used?

A TRO enables the local authority to introduce parking restrictions, speed limits, one-way streets, width and weight restrictions, vehicular access and turning, or for maintenance and special events.

Most traffic regulation orders come about as a result of input from the local communities and the emergency services, to address specific traffic congestion, health and safety, or quality of life issues.


Temporary Orders (TTROs)TTROs may be used when works affecting a highway require short-

term road closures, suspensions of parking bays or traffic restrictions.The regulations only require a notice is published in the local

newspaper and in this instant it is called ‘Notice of Intent’. Notices will also be placed in the affected streets, and letters or notices delivered to the residents in those streets. There is no public consultation, and dependent on the reason for the TTRO the Council may also publish a second notice confirming the date that the temporary traffic order comes into effect. A temporary traffic order has a maximum duration of 18 months.

Not all event related closures made with a temporary order require a notice of intention advert in the local press. Notices will be displayed in the affected areas at least seven days in advance of the date of the closure or suspension and where reasonable notices delivered to addresses in the affected streets.


The Order Making Process

A formal TRO requires a statutory procedure to be followed.

This includes:

1. Consultation 2. Advertisement 3. Making The Order


Deceleration lane

A deceleration lane is a paved or semi-paved lane adjacent to the primary road or street. It is used to improve traffic safety by allowing drivers to pull off the main road and decelerate safely in order to turn (e.g. right in the United States or left in Great Britain), so that the traffic behind the turning vehicle is not slowed or halted. Deceleration lanes are primarily found in suburban settings.


• Turn lane(s)A turn lane is set aside for slowing

down and making a turn, so as not to disrupt traffic. At a full intersection with a traffic light, turn lanes are used more to hold traffic until the light changes.

• Left turn • Right turn


Posted roadway speed USA Example

• By law, the Oregon Department of Transportation is responsible for establishing speed zones on all highways in Oregon. The Traffic-Roadway Section is responsible for the overall administration of the program. Region traffic engineering staff conduct engineering investigations to determine recommendations for safe speeds on local roads and streets. Cities and counties may appeal speed zoning recommendations to the Speed Zone Review Panel.


American law follows the basic idea that most people are reasonable and laws exist to control the few who are unreasonable or inconsiderate. The posted speed zones follow the same idea. The methods for establishing speed zones are based upon careful studies that have been performed in Oregon and throughout the United States.

These studies show that traffic moving at a speed that is reasonable for the road and weather conditions results in fewer accidents. Drivers are more patient because a reasonably uniform speed allows progress with less passing, less delay, and fewer rear-end collisions.



Many people believe that lowering posted speeds will mean fewer accidents, but studies do not prove this. Unrealistically low speeds frustrate many drivers, resulting in numerous speeding violations and unsafe driving, actually causing more accidents. Some motorists may try to make up time by taking a shortcut through residential or other areas that are not suited to higher speeds and increased numbers of cars. State statutes give Oregon motorists the following speed zone standards:

15 mph-alleys, narrow residential roadways 20 mph-business districts, school zones 25 mph-residential districts, public parks, ocean shores 55 mph-open and rural highways (all vehicles); trucks, school buses, worker transport buses on interstate highways 65 mph-autos on interstate highways



Low speed • A low-speed vehicle (LSV) is a legal class of 4-wheel vehicles

that have a maximum capable speed typically around 25 mph (40 km/h), and have a minimum capable speed (typically 20 mph (32 km/h)) that allows them to travel on public roads not accessible to all golf carts or neighborhood electric vehicles (NEV). The vehicles operate under very similar restrictions to but without the specification of battery electric power.

• See the NEV article for general vehicl http://en.wikipedia.org/wiki/Neighborhood_electric_vehiclee


http://en.wikipedia.org/wiki/Neighborhood_electric_vehicle

http://en.wikipedia.org/wiki/Neighborhood_electric_vehicle

Roads Impact Fee Ordinance Administrative Code

An impact fee is a fee that is imposed by a local government within the United States on a new or proposed development project to pay for all or a portion of the costs of providing public services to the new development. Impact fees are considered to be a charge on new development to help fund and pay for the construction or needed expansion of offsite capital improvements. These fees are usually implemented to help reduce the economic burden on local jurisdictions that are trying to deal with population growth within the area.


The Road Impact Fee Ordinance requires that an impact fee be collected for all new development to fund the construction of necessary road improvements attributable to growth.

For the purposes of calculating road impact fees, Clay County is divided into two different impact fee areas. The rates for land uses within each area have been determined by an impact fee study which considers the amount of available roadway capacity and the specific roadway impacts of individual land uses.

The road impact fee is assessed at the time a complete building permit is submitted and must be paid prior to the issuance of a certificate of occupancy.


Director of the lee county department of transportation (DOT)

"Plan, Design, Construct, Maintain and Operate the Roadway System Under the Jurisdiction of Lee County“.

The Department of Transportation has four divisions: Engineering Services, Operations, Traffic and Toll FacilitiesDOT Total No. of Employees: 343Annual Total Budget: $38.2 millionhttp://www.leegov.com/gov/dept/dot/Pages/default.aspx


http://www.leegov.com/gov/dept/dot/Pages/default.aspx

http://www.leegov.com/gov/dept/dot/Pages/default.aspx

Development of regional impact (DRI)

The Florida Legislature first visited the subject of growth management and comprehensive planning in 1972 with the adoption of two land use programs:Areas of Critical State Concern Program, which protects areas of critical state concern through state designation and,Developments of Regional Impact Program, which provides a process to identify regional impacts stemming from large developments and appropriate provisions to mitigate these impacts (Section 380.06, Florida Statutes - Developments of Regional Impact).


http://www.floridajobs.org/community-planning-and-development/programs/areas-of-critical-state-concern

http://www.floridajobs.org/community-planning-and-development/programs/areas-of-critical-state-concern

http://www.leg.state.fl.us/Statutes/index.cfm?App_mode=Display_Statute&Search_String=&URL=0300-0399/0380/Sections/0380.06.html

http://www.leg.state.fl.us/Statutes/index.cfm?App_mode=Display_Statute&Search_String=&URL=0300-0399/0380/Sections/0380.06.html

Definition of "Development of Regional Impact"

Pursuant to Section 380.06(1), Florida Statutes, a development of regional impact is “any development which, because of its character, magnitude, or location, would have a substantial effect upon the health, safety or welfare of citizens of more than one county.”

A Development of Regional Impact is determined in part based on the size of the development. Numerical thresholds for different types of development are identified in Section 380.0651, Florida Statutes, and Rule 28-24, Florida Administrative Code.


Depending on the size of the project the determination of whether the project is a Development of Regional Impact may be based upon whether the development is significantly impacting state and regional resources and facilities. If the project is at 100 percent or between 100 and 120 percent of numerical threshold it is presumed that the project must undergo Development of Regional Impact review. However, this presumption may be rebutted. If the project exceeds the applicable threshold(s) by 20 percent or more then the development must undergo Development of Regional Impact review.


Road Maintenance Acceptance Policy


Arterial and Collector Roads

Arterial and collector roads are roads that are functionally classified as arterial or collector and have the primary purpose of serving through traffic. Their function of providing access to adjacent property is secondary and may even be discouraged. Since arterials and

Collectors form the basis of the transportation network, it is the policy of the City Council that these roads shall be constructed to the standards specified in the Land Development Code and that they be dedicated to the public and accepted for maintenance by the City.


Local RoadsThe primary function of local roads is to serve the adjacent

property by providing the initial access to the transportation network, therefore, local roads, at the option of the City, may either be retained as private or dedicated as public. In all cases, whether the local roads are private or public, they shall be constructed to the appropriate criteria contained in the Land Development Code.

For all private roads, there must be created a covenant whichruns with the land in a form acceptable to the City Attorney, which will provide for the continuing maintenance of the road. Within gated communities and planned developments, the roads shall remain private that are internal to the development.


Traffic Calming in Residential AreasTraffic calming consists of engineering and other

measures put in place on roads for the intention of slowing down or reducing motor-vehicle traffic.

This is done in order to improve the living conditions for residents living along the road as well as to improve safety for pedestrians and cyclists. Urban planners and traffic engineers have many strategies for traffic calming. Such measures are common in Australia and Europe (especially Northern Europe), but less so in North America. Traffic calming is a literal translation of the German word Verkehrsberuhigung - the term's first published use in English was in 1985 by Carmen Hass-Klau.


http://en.wikipedia.org/w/index.php?title=Carmen_Hass-Klau&action=edit&redlink=1

http://en.wikipedia.org/w/index.php?title=Carmen_Hass-Klau&action=edit&redlink=1

In its early development in the UK in the 1930s, traffic calming was based on the idea of residential areas protected from through traffic. Subsequently, it was mainly justified on the grounds of pedestrian safety and reduction of noise and local air pollution which are side effects of the traffic. However, it is now recognized that streets have social and recreational functions which are severely impaired by car traffic.

The Livable Streets study by Donald Appleyard (1981), found that residents of streets with light traffic had, on average, three more friends and twice as many acquaintances as the people on streets with heavy traffic which were otherwise similar in dimensions, income, etc. For much of the twentieth century, streets were designed by engineers who were charged only with ensuring smooth traffic flow and not with fostering the other functions of streets. The basis for traffic calming is broadening traffic engineering to include designing for these functions.

Traffic Calming in Residential Areas


Collector Roads

• A collector road or distributor road is a low-to-moderate-capacity road which serves to move traffic from local streets to arterial roads. Unlike arterials, collector roads are designed to provide access to residential properties. Rarely, jurisdictions differentiate major and minor collector roads, the former being generally wider and busier.


Collector Roads SpecificationsCollector roads can vary widely in appearance. Some urban collectors

are wide boulevards entering communities or connecting sections. Others are residential streets, which are typically wider than local roads, although few are wider than four lanes. Small-scale commercial areas can be found on collector roads in residential areas. Key community functions such as schools, churches, and recreational facilities can often be found on collector roads.

The flow of a collector road usually consists of a mixture of signaled intersections or traffic circles with arterial roads; signals, circles or stop signs (often in the form of a four way stop) with other collector roads, ‑and; unsignalized intersections with local streets which favour traffic movement on the collector.

Speed limits are typically 20 35 mph (or 30 55 km/h) on collector ‑ ‑roads in built-up areas, depending on the degree of development and frequency of local access, intersections, and pedestrians, as well as the surrounding area (the speed tends to be lowest in a school zone). Traffic calming is occasionally used in older areas on collector roads as well.


Collector Roads DevelopmentCollector roads can originate in several different

ways—most often, they are planned within a suburban layout and built expressly for that purpose; occasionally, they fill gaps in a grid system between arterial roads. Urban planners often consider such roads when laying out new areas of development, as branch sections of utilities such as trunk sewers and water mains can be built through the same corridor.


Traffic Calming Measureshere are 3 "E"s that traffic engineers refer to when

discussing traffic calming: engineering, (community) education, and (police) enforcement. Because neighborhood traffic management studies have shown that often it is the residents themselves who are contributing to the perceived speeding problem within the neighborhood, it is stressed (for example in Hass-Klau et al, 1992) that the most effective traffic calming plans will entail all three components, and that engineering measures alone will not produce satisfactory results.


The End


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