Traffic CalmingRoadway Design to Reduce Traffic Speeds and Volumes

~~~~~~~~~~~~~~TDM Encyclopedia

Victoria Transport Policy Institute

~~~~~~~~~~~~~~~~~~~~Updated 15 April 2015

ThischapterdescribestheconceptofTrafficCalming,whichreferstovariousroadwaydesignfeaturesintendedtoreducetrafficspeedsandvolumes.DescriptionTrafficCalming(alsocalledTrafficManagement)referstovariousdesignfeaturesandstrategiesintendedtoreducevehicletrafficspeedsandvolumesonapar8cularroadway.Table1describessomeofthesestrategies.TrafficCalmingprojectscanrangefromminormodifica8onsofanindividualstreettocomprehensiveredesignofaroadnetwork.HomeZonesreferstoanareawithextensiveTrafficCalming.TrafficCalmingisbecomingincreasinglyacceptedbytransporta8onprofessionalsandurbanplanners.Table 1 Traffic Calming Strategies and Devices

Type DescriptionCurbextensions“pinchpoints”

Curbextensions,planters,orcenterlinetrafficislandsthatnarrowtrafficlanestocontroltrafficandreducepedestriancrossingdistances.Alsocalled“chokers.”

Speedtables,raisedcrosswalks

Rampedsurfaceaboveroadway,7-10cmhigh,3-6mlong.

Mini-circles Smalltrafficcirclesatintersec8ons.Medianisland

Raisedislandintheroadcenter(median)narrowslanesandprovidespedestrianwithasafeplacetostop.

Channeliza8onislands Araisedislandthatforcestrafficinapar8culardirec8on,suchasright-turn-only.Tightercornerradii Theradiusofstreetcornersaffectstrafficturningspeeds.A8ghterradiusforces

driverstoreducespeed.Itispar8cularlyhelpfulforintersec8onswithnumerouspedestrians.

Speedhumps Curved7-10cmhigh,3-4mlonghump.Speedlumps Twoormorespeedhumpswithgapsspacedtoallowfire-rescuevehiclestopass

withoutslowing.RumbleStrips Lowbumpsacrossroadmakenoisewhendrivenover.Chicanes

Curbbulgesorplanters(usually3)onalterna8ngsides,forcingmotoriststoslowdown.

Roundabouts Mediumtolargecirclesatintersec8ons(KiVelson,2000).Pavementtreatments

Specialpavementtextures(cobbles,bricks,etc.)andmarkingstodesignatespecialareas.

Bikelanes Markingbikelanesnarrowstrafficlanes.“Roaddiets” Reducingthenumberandwidthoftrafficlanes,par8cularlyonarterials.Horizontalshi[s Lanecenterlinethatcurvesorshi[s.2-lanesnarrowto1-lane Curbbulgeorcenterislandnarrows2-laneroaddownto1-lane,forcingtraffic

foreachdirec8ontotaketurns.Semi-diverters,par8alclosures

Restrictentry/exitto/fromneighborhood.Limittrafficflowatintersec8ons.

Streetclosures Closingoffstreetstothroughvehicletrafficatintersec8onsormidblock“Neotradi8onal”streetdesign

Streetswithnarrowerlanes,shorterblocks,T-intersec8ons,andotherdesignfeaturestocontroltrafficspeedandvolumes.

PerceptualDesignFeatures PaVernspaintedintoroadsurfacesandotherperceptualdesignfeaturesthatencouragedriverstoreducetheirspeeds.

Plan8ngtreesalongastreettocreateasenseofenclosureandimprovethe

StreetTrees pedestrianenvironment.Woonerf Streetswithmixedvehicleandpedestriantraffic,wheremotoristsarerequired

todriveatverylowspeeds.SpeedReduc8ons Trafficspeedreduc8onprograms.Increasedenforcementofspeedingviola8ons.Roadwaystriping Pain8ngroadwaymarkingsthatnarrowtrafficlanesandencouragelowertraffic

speeds.ThistablesummarizesvariousTrafficCalmingdevicesandstrategies.ForillustraAonsseewww.pedbikeimages.organdDKSAssociates,2002.TrafficCalminginvolvesContextSensi8veDesignprac8ces,whichmeansthatroadwayplannersandengineershaveflexiblestandardsthatcanaccommodatecommunityvaluesandbalancedobjec8ves.NewUrbanismincorporatesTrafficCalmingfeaturesintothedesignofnewdevelopmentsandurbanredevelopment.Itcanmakeurbanstreetssaferandquieter.Itcanincreaseresiden8alpropertyvaluesandlocaleconomicac8vity.Figure 1 Speed Table

ThisillustratesaspeedtableusedtolimittrafficspeedsonaresidenAalstreet.(PhotocurtseyofUrbanEngineers)TrafficCalmingisonecomponentofAreaTrafficManagement,whichincludesvariousstrategiestocontroltrafficvolumes,controltrafficspeeds,managetransporta8ondemand,educateandenforcetrafficandpedestrianfacilityrules,improvetheStreetscapedesign,andimprovestreetenvironments(CityofOVawa2004).TrafficCalmingchangesStreetscapedesigntogivegreateremphasistopedestrians,cyclistsandresidents.It

appliesCompleteStreetsprinciples,whichrecognizethatroadwayso[enservediversefunc8ons,andRealloca8ngRoadSpacetoincreasethepor8onofright-of-waydevotedtobicyclelanes,sidewalksandgreenspace.Somefeatures,suchaswidersidewalksandimprovedcrosswalks,supportUniversalDesignobjec8ves(makingtransporta8onsystemsaccommodatepeoplewithdisabili8esandotherspecialneeds).StreetReclaimingemphasizesac8onbyneighborhoodresidentstochangethewaytheirstreetsareperceivedandusedtobeVeraccommodatenonmotorizedac8vi8es.Trafficcalmingsome8mesinvolvechangingtrafficflowpaVerns,par8cularlyconver8ngone-wayintotwo-waystreets.AnalysisbyGilderbloomandRiggs(2015)inseveralU.S.ci8esindicatesthatsuchconversions:· Reducetrafficspeeds.· Increasewalkingandcyclingac8vity.· Significantlyreducetrafficaccidents.· Reducelocalcrimerates.· Increaselocalbusinessac8vity.· Increasepropertyvaluesandtaxrevenues.Someresearchindicatesthatimprovedroadwaylandscapingandtreeplan8ngencourageswalkingandreducesaccidentrates(Naderi2002;Dumbaugh2005).Treescanbepar8cularlybeneficialinhotareaswheretheyprovideshade.MostTrafficCalmingprojectsareimplementedonurbanstreetswithlowtomoderatetrafficvolumes,butsomestrategiescanreducetrafficspeedsandimprovepedestriancondi8onsonsuburbanstreets,arterialsandhighways.PonnaluriandGroce(2005)describehowspeedhumpsaresuccessfullyimplementedonmoderatevolumesuburbanroads,significantlyreducingtrafficspeeds.Highwaytrafficspeedcontrolstrategiescanincludevisualmessages(Fildes,etal.,1999;Meyer,2001),gatewaysandroundabouts(Hass-Klau,etal,1992;KiVelson,2000),andspecialdesigntreatmentsforhighwaysthatbisecttowns(DEA&Associates,1999).RoadDietsandEnvironmentallyAdoptedThroughRoadsreferstoTrafficCalmingappliedtohigher-volumearterials(BurdenandLagerway1999;CORDIS1999;CTRE2006;Rosales,2007).Roaddietstypicallyinvolveconver8ngfourtrafficlanestothreetrafficlanes,withacenterturnlaneandbicyclelanes,andvariouspedestrianandaesthe8cimprovements.Thisissuitableforroadswithupto20,000averagemotorvehiclesperday.Stout,etal(2006)foundthatconversionoffour-laneundividedroadwaystothree-lanecross-sec8onsintypicalIowatownsreducedcrashfrequencyby25%andcrashinjuriesby34%.Thetablebelowsummarizesthecrashreduc8onbenefitsfromsomerecentRoadDietprojects.HighwaySafetyInforma8onSystem(HSIS2010)concludesthatroaddietstypicallyreducecrashratesby47%onmajorhighwaysthroughsmallurbanareas,by19%oncorridorsinlargercitysuburbanareas,and29%overall.Table 2 Road Diet Crash Reduction Impacts (Seattle DOT)

Roadway Location Date Change ADT Before ADT After Collision ReductionGreenwoodAveN,N80thSttoN50th

April1995

11,872 12,427 24to10(58%)

N45thStreet,WallingfordArea

December1972 19,421 20,274 45to23(49%)

8thAveNW,BallardArea

January1994 10,549 11,858 18to7(61%)

Mar8nLutherKingJrWay,NorthofI90

January1994 12,336 13,161 15to6(60%)

DexterAveN,QueenAnnArea

June1991

13,606 14,949 19to16(59%)

24thAveNW,NW85thtoNW65th

October1995 9,727 9,754 14to10(28%)

ThistablesummariesthecrashreducAoneffectsofroaddietsonmajorarterialsinSeaQle,Washington.(ADT=AverageDailyTraffic)Inpreviousdecadesmanyurbanarterialswereconvertedtoone-waytraffictomaximizetrafficspeedsandvolumes.Someofthesearenowbeingconvertedbacktotwo-waytrafficinordertoreducetrafficspeedsandcreatemorepedestrian-friendlystreets.Onestudyofsuchconversionsin22U.S.ci8esfoundthatalmostallareconsideredsuccessful(HMSBID2000).Conver8ngtotwo-waytrafficimprovedbusinessac8vity,increasedinvestmentonthestreet,improvedtrafficdistribu8on(morechoicesonhowtogetaround),helpedcreateamorepedestrian-friendlyenvironment,andproducedageneralfeelingofimproved“livability,”“quaintness”and“senseofcommunity.”Nonereportedsignificantnega8veeffectsorplanstoconvertbacktoone-waytraffic.Ivan,GarrickandHanson(2009)observedtrafficatabout300loca8onsinurban,suburbanandruralareasacrossConnec8cut,atloca8onswithouthorizontalcurvesortrafficcontroldevices.Theyfoundstrongsta8s8calrela8onshipsbetweentrafficspeedsandvariousroadwaydesignfactors.Higheraveragetrafficspeedsareassociatedwithwideshoulders,largebuildingsetbacksandaresiden8alloca8on.Loweraveragetrafficspeedsareassociatedwithon-streetparking,sidewalksandadowntownorcommercialloca8on.Thesefindingssuggestthatdriversslowdownwheretheroadfeels“hemmed-in”orthereisno8ceablestreetac8vity,andtheyspeedupwheretheroadfeels“wideopen”orstreetac8vityislessno8ceable.ModernRoundaboutsAroundaboutisanintersec8onbuiltwithacircularislandaroundwhichtrafficrotatesinonedirec8on.Manyolderroundabouts(whichwerealsocalledtrafficcirclesorrotaries)werebuiltprimarilyasaloca8onforafountainorstatue,withliVleregardtotrafficprinciples.Asaresult,therehasbeenconsiderablevaria8onindesignfeaturesandtrafficregula8on,causingconfusionandaccidents.Formanyyearsroundaboutswereunpopularwiththepublicandtrafficprofessionals.DuringthelateTwen8ethCentury,trafficengineeringorganiza8onsdevelopedroundaboutdesignstandardsandmanagementprac8cestomaximizetrafficefficiencyandsafety.Thesearecalled“ModernRoundabouts.”Theyhavethefollowingfeatures.· YieldatEntry.Trafficenteringtheroundaboutyieldstheright-of-waytothecircula8ngtraffic.

Thispreventstrafficfromlocking-upandallowsfreeflowmovement.· DeflecAon.Theentrylaneisdesignedwithasmalldeflectorislandtoreinforcetheyielding

processandslowtraffic.· Limitedsize.Modernroundaboutsusuallyhavejustone,andnevermorethantwo,rota8ng

lanes.Inaddi8on,therearemini-roundabouts,whicharesmalltrafficcircleslocatedwithinlocalintersec8ons.Theys8llrequireyield-at-entrybutdonothaveadeflectorisland.Researchhasshownthatroundaboutscanimprovereducevehiclestopsanddelays,reducetrafficspeeds,andincreasesafetycomparedwithotherintersec8ondesigns.Theyarealsousedtoprovideagatewayoraesthe8cfeature.Asaresult,roundaboutsareonceagainbeingpromotedbytrafficengineersandplanners,andareanimportantTrafficCalmingtool.Theyare

increasinglycommonthroughouttheworld.Tomaximizesafetyandestablishconsistencyitisveryimportantthatallroundaboutsbedesigned(andexis8ngonesredesigned)toreflectModernRoundaboutprinciples.ResourcesAlaskaRoundabouts(www.alaskaroundabouts.com/index.html)providesinforma8ononroundaboutplanning,includinginstalla8onsinAlaska.AlexAriniello,AreRoundaboutsGoodforBusiness?,TRB(hVp://pubsindex.trb.org/document/view/default.asp?lbid=775405),CasestudyBellingham,Washington(www.reidmiddleton.com/roundabout/rb_cs%20Cordata.htm)FHWA,RoundaboutSafetyComestoAmerica,FederalHighwayAdministra8on(www.shrc.gov/pubrds/fall95/p95a41.htm),1995.Ar8cleaboutthehistoryofthemodernroundabout,itscharacteris8csandsafetyimprovementrecord.FHWA,Roundabouts:AnInformaAonalGuide,USDepartmentofTransporta8onFederalHighwayAdministra8on(www.shrc.gov/safety/00068.htm)GeorgeJacquemart,ModernRoundaboutPracAceintheUnitedStates,NCHRPSynthesis264,Transporta8onResearchBoard(www.trb.org),1998.KiVelsonandAssociates,Roundabouts:AnInformaAonalGuide,TurnerFairbankHighwayResearchCenter,FederalHighwayAdministra8on,FHWA-RD-00-67(www.shrc.gov/safety/00068.htm),June2000.NYDOT,ModernRoundabouts:GuidanceforDesignEngineersandUsers,NewYorkStateDepartmentofTransporta8on(www.dot.state.ny.us/roundabouts/howto.html).Detailedinstruc8onforvehicle,pedestrian,andbicycleroundaboutuserswithanimatedgraphics.RoundaboutsandTrafficCircles,ABNAEngineering(www.abnaengineering.com/abna),2000.Informa8ononroundaboutsbyleadingdesigners,MichaelWallworkandRichardM.BarneVJr.Roundabouts,anInformaAonalGuide,Turner-FairbanksHighwayResearchCenter,FederalHighwayAdministra8on(www.shrc.gov/safety/00068.htm),2000.Includesanoutlineofthebook,adatabaseofbuiltandplannedU.S.roundabouts,andanextensivebibliographyofroundaboutresources.RoundaboutUSA(www.roundaboutsusa.com)isacomprehensiveroundaboutwebsitewithinforma8onformotorists,roaddesigners,publicofficialswithmanyphotosofroundaboutsinusethroughoutthecountry.SIDRADesign(www.akcelik.com.au/SIDRA/roundabouts.htm),providesroundaboutplanninganddesigntools.WSDOT,RoundaboutInformaAonandBenefits(www.wsdot.wa.gov/Projects/SR539/I5_Access/Tenmile_Border/Roundabouts.htm#13)

WSDOT,WhatisaRoundabout?WashingtonStateDepartmentofTransporta8on(www.wsdot.wa.gov/Projects/roundabouts),

TrafficCalmingmeasuresmustbecarefullydesignedandmanagedtoavoiddegradingtravelcondi8onsforcyclistsandvisuallyimpairedpedestrians.Unnecessarystopsignsareahindrancetocycling.Onarterials,curbextensionsandchicanesshouldnotintrudeintobicycletravellanes(regardlessofwhethertheyareofficiallydesignatedasbikelanes)andforcecycliststocompeteforroadspacewithhigherspeedtraffic.Streetclosuresshouldallowaccesstononmotorizedmodes.Whilesmall,slowspeed,singlelanetrafficcirclesareeasilynego8atedbycyclistsandpeoplewithvisualdisabili8es,largerdouble-laneroundaboutswith20km/horhighertrafficspeedscanbedifficulttonego8ate.How It Is ImplementedTrafficCalmingimplementa8ono[enbeginswithCompleteStreetspolicieswhichrecognizethatroadwayso[enservediversefunc8onswhichmustbeconsideredandbalancedinroadwaydesignandmanagement.TrafficCalmingprogramsareusuallyimplementedbylocalengineeringdepartments.Theseprogramsinvolveeduca8ngplannersandtrafficengineersaboutTrafficCalmingstrategies,establishingpoliciesandguidelinesforimplemen8ngTrafficCalmingprojects,anddevelopingfundingsources.SpecificTrafficCalmingprojectsmaybeini8atedbyneighborhoodrequests,trafficsafetyprograms,oraspartofcommunityredevelopment.StreetReclaimingisini8atedandorganizedbyneighborhoodresidents.Travel ImpactsTrafficCalmingreducesvehicletrafficspeedsandsome8mesvolumes.ThetablebelowsummarizesthetrafficspeedimpactsofvariousTrafficCalmingdevices.Evenwherespeedreduc8onsaresmall,TrafficCalmingtendstoreducethehighesttrafficspeeds(i.e.,thefastest5-15%ofvehicles),whichprovidesgreatersafetyandnoisereduc8onbenefitsthanindicatedbyaveragereduc8ons.Trafficstudiesfindthatforevery1meterincreaseinstreetwidththe85thpercen8levehicletrafficspeedincreases1.6kph,andthenumberofvehiclestraveling8to16kph[5or10mph]ormoreabovethespeedlimitincreasesgeometrically(“Appendix,”DKSAssociates2002).Thatstudyalsofoundthatasresiden8alstreettrafficspeedsincrease,neighborhoodlivabilityra8ngsdecline.Table 3 Speed Impacts of Traffic Calming Measures (Ewing 1999)

Sample Size

Avg. SpeedAfterward (mph)

Avg. SpeedChange

Avg. %Change

12'Humps 179 27.4 -7.6 -2214'Humps 15 25.6 -7.7 -2322'Tables 58 30.1 -6.6 -18LongerTables 10 31.6 -3.2 -9RaisedIntersec8ons 3 34.3 -0.3 -1Circles 45 30.2 -3.9 -11Narrowings 7 32.3 -2.6 -4One-LaneSlowPoints 5 28.6 -4.8 -14HalfClosures 16 26.3 -6.0 -19DiagonalDiverters 7 27.9 -1.4 -0.5

Fromwww.trafficcalming.org.

TrafficCalmingtendstoreducetotalvehiclemileageinanareabyreducingtravelspeedsandimprovingcondi8onsforwalking,cyclingandtransituse(Morrison,ThomsonandPeycrew2004).Residentsinneighborhoodswithsuitablestreetenvironmentstendtowalkandbicyclemore,ridetransitmore,anddrivelessthancomparablehouseholdsinotherareas.Onestudyfoundthatresidentsinapedestrianfriendlycommunitywalked,bicycled,orrodetransitfor49%ofworktripsand15%oftheirnon-worktrips,18-and11-percentagepointsmorethanresidentsofacomparableautomobileorientedcommunity(CerveroandRadisch1995).Anotherstudyfoundthatwalkingisthree8mesmorecommoninacommunitywithpedestrianfriendlystreetsthaninotherwisecomparablecommuni8esthatarelessconducivetofoottravel(Moudon,etal,1996).WhereRoadDietsincludetheaddi8onofcyclinglanes,bicycletraveltypicallyincreases20-30%.Formoreinforma8onseeLandUseImpactsonTransportandEvalua8ngNonmotorizedTransport.Variousstudiesindicateanelas8cityofvehicletravelwithrespecttotravel8meof–0.5intheshortrunand–1.0overthelongrun,meaningthata20%reduc8oninaveragetrafficspeedswillreducetotalvehicletravelby10%duringthefirstfewyears,andupto20%overalonger8meperiod(formoreinforma8onseeTransportElas8ci8es).Ofcourse,mostTrafficCalmingprojectsonlyaffectasmallpor8onoftotalvehicletravel,sotheirimpactontotalvehicletravelissmall.However,acomprehensiveTrafficCalmingprogramcombinedwithotherTDMstrategiesmayhaveasignificanteffectontotalvehicletravel.FrankandHawkins(2007)es8matethatinatypicalurbanneighborhood,achangefromapuresmall-blockgridtoamodifiedgrid(aFusedGrid,inwhichpedestrianandcyclingtravelisallowed,butautomobiletrafficisblockedatasignificantpor8onofintersec8ons)thatincreasestherela8veconnec8vityforpedestriansby10%wouldtypicallyincreasehome-basedwalkingtripsby11.3%,increasetheoddsapersonwillmeettherecommendedlevelofphysicalac8vitythroughwalkingintheirlocaltravelby26%,anddecreasevehiclesmilesoflocaltravelby23%.ThefollowingfactorsinfluencehowmuchaTrafficCalmingprojectaffectstravel:· Magnitudeofchange.ThemoreTrafficCalmingreducestrafficspeedsandimproveswalkingandcycling

condi8ons,themoreitwillaffecttotaltravel.TrafficCalmingthatsignificantlyreducesabarriertonon-motorizedtravel(forexample,bymakingiteasiertowalkacrossanarterialfromonemajorac8vitycentertoanotherorcrea8ngapleasantbicycletravelcorridorwherenoneotherwiseexists)mayhavesignificanttravelimpactsinanarea.

· WalkingandCyclingDemand.ATrafficCalmingprojectwillhavethemosttravelimpactsifimplementednear

majorpedestrianandcyclinggenerators:residen8alneighborhoods,commercialcenters,schools,andrecrea8oncenters.

· IntegraAonwithotherimprovements.TrafficCalmingcomplementsotherdemandmanagementefforts.Traffic

Calmingcanincreasetheeffec8venessofPedestrianandCyclingImprovements,ParkingManagement,TransitImprovements,NewUrbanismandmanyotherTDMstrategies.

· Landuseeffects.TrafficCalmingsupportsClustered,mixed-use,infill,pedestrian-orientedlanduse

developmentthatfurtherreduceautomobileuseandautomobiledependencyoverthelongrun.Table 4 Travel Impact Summary

Objec1ve Ra1ng CommentsReducestotaltraffic. 2 Discouragesautomobiletrafficandincreases

travelalterna8ves.Reducespeakperiodtraffic. 0 Shi[speaktooff-peakperiods. 0 Shi[sautomobiletraveltoalterna8vemodes.

2 Improveswalkingandcyclingcondi8onsanddiscouragesautomobileuse.

Improvesaccess,reducestheneedfortravel.

1 Encourageshigher-density,mixedlanduse.

Increasedridesharing. 0 Increasedpublictransit. 1 Improvesaccesstotransit.Increasedcycling. 2 Improvescyclingcondi8ons.Increasedwalking. 3 Improveswalkingcondi8ons.IncreasedTelework. 0 Reducedfreighttraffic. 0

Ra8ngfrom3(verybeneficial)to–3(veryharmful).A0indicatesnoimpactormixedimpacts.Benefits And CostsTrafficCalmingbenefitsandcostsaresummarizedinthetablebelow.Table 5 Traffic Calming Impacts (Litman, 1999)

DescriptionBenefits IncreasedRoadSafety.

Reducedtrafficaccidentfrequencyandseverity,par8cularlyforcrashesinvolvingpedestriansandcyclists.

Increasedcomfortandmobilityfornon-motorizedtravel.

Increasedcomfortandmobilityforpedestriansandcyclists.

Reducedautomobileimpacts.

Increasednon-motorizedtravelsubs8tutesforautomobiletrips,reducingconges8on,expensesandpollu8on.

IncreasedCommunityLivability Reducednoiseandairpollu8on,andimprovedaesthe8cs.Increasedneighborhoodinterac8on.

Morehospitablestreetsencouragestreetac8vi8esandcommunityinterac8on.

Increasedpropertyvalues.

Reducedtrafficspeedandvolumesincreaseresiden8alpropertyvalues.

PublicHealth Moreopportuni8esforwalkingandotherphysicalac8vity.Costs Projectexpenses.

Financialcostsassociatedwithimplemen8ngandmaintainingTrafficCalmingfacili8es.

Liabilityclaims IncreasedliabilityclaimscausedbyTrafficCalming.Vehicledelay.

Reducedtrafficspeeds.Motoristseitherincreasetheirtravel8meorreducetraveldistance.

Trafficspilloveronotherstreets. TrafficCalmingononestreetcanshi[traffictootherstreets.Problemsforemergencyandservicevehicles.

Delaytofiretrucks,andproblemsforbuses,garbagetrucksandsnowplows.

Increaseddrivers’effortandfrustra8on. Increasedeffortrequiredfordrivingontrafficcalmedroadsandtheresul8ngfrustra8on.

Problemsforbicyclistsandvisuallyimpairedpedestrians.

SomeTrafficCalmingstrategiescauseproblemstobicyclistsorvisuallyimpairedpedestrians.

KahnandKahnGoedecke(2011)comparevarioustrafficcalmingdevicesandhighlighttherela8veadvantagesofroadstripingasapar8cularlyinexpensivewaytoreducetrafficspeedsonsomeroadways,assummarizedinTable6.Table 6 Comparison of Traffic Calming Devices (Kahn and Kahn Goedecke 2011)

Traffic Calming Pros Cons Speed Typical Cost

Technique ReductionSpeedhump •Effec8velyreducesspeed

byapproximately8mph.•Cancausesomediversionofexcesstrafficvolumes.

•Notacceptedbymanylocaljurisdic8onsandemergencyserviceagencies.•Improperdrivingcancausevehicledamageandcancausevehiclestogooutofcontrol.•Moderatecostconsidera8ons.•Canimpactbicycles/motorcycles.•Difficulttoremove.

8mph $1,500to$3,000

Speedcushion •Effec8veinreducingspeedsupto5milesperhour.•Moreacceptabletopublicagencies/emergencyserviceagencies,becausecanslownormalsizevehiclesbutallowslargeremergencyvehiclestopasswithoutspeedreduc8ons.

•Someagenciesandemergencyserviceagenciesdonotsupportthesedevices.•Costforconstruc8onismoderate.•Difficulttoremove.•Mayimpactbicycles/motorcycles.

5mph $2,500to$3,500

Chokersandchicanes •Effec8velyreducestrafficspeedsapproximately3milesperhour.•Canreduceroadwaywidthtoreducewalkingdistanceforpedestrian(whichisasafetybenefit).•Canbeenhancedwithlandscapingtoimproveaesthe8cs.

•Expensivetoimplement.•Cancausedrainageissues.•Difficulttoremoveinthefutureifnoteffec8ve.•Somelossofparking.•Canimpactbicycles.

3–6mph $7,000–$15,000perpair

Medians •Canreducespeedstosomedegree.•Canprovideaesthe8cbenefitstothecommunity.

•Costlytoimplement.•Difficulttoremoveifnotsuccessful.•Cancauseaddi8onalmaintenancecosts.•Wateroverallonpavement.•Mayloseparking.

2-3mph $5,000–$15,000

Pavementtexture •Cancauseminorreduc8oninspeed.•Canbeaesthe8callypleasing.•Canbe8edintocrosswalksorintersec8onstodefinechannelizedareasforpedestrians.

•Costlytoimplement.•Difficulttoremove.•Caneffectsometypesofpedestrianscrossingthestreet.•Cancausenoiseimpacts.

Limiteddata $5–$16persq.[.

Minitrafficcircles •Minorreduc8oninspeed.•Improvesaesthe8cs.•Slowstrafficthroughtheintersec8on.

•Costlytoimplement.•Canconfusedriversregardingwhichwaytotravelthroughanintersec8on.•Mayaffectbicyclesandpedestrians.•Canimpactle[turnsforlargevehicles.•Canslowemergencyservicevehicles.

4-6mph $10,000–$60,000

Trafficcalmingstriping •Effec8veinreducingspeedsfrom1to7+milesperhour.

•Somelimita8onsinspeedreduc8on.•Lesseffec8vewhenspeeds

1-7+mph $500–$1,000per500-feet

•Acceptedbymanypublicagenciesandemergencyserviceagenciesbecausetheyarestandardtrafficcontrol.•Easytochangeifrequiredinthefuture.•Lesscostlyop8ontoinstall•Installa8oncanbeimplementedquickly.•Canberemovedmoreeasilythanotherop8ons(sandblast).

arealreadylow.

Safety BenefitsTrafficCalmingcansignificantlyreducecrashrisk,par8cularlyforpedestriansandcyclists(SafetyEvalua8on).Lowervehiclespeedsreducethelikelihoodofcrashesandthedegreeofinjurythatresults(LeafandPreusser1998;NCCHPP2011).Fatalityriskincreaseswithvehiclespeedtothefourthpower;a1%reduc8oninthespeedofavehicleinvolvedinacollisionprovidesa2%reduc8onintheriskofinjuriesanda4%reduc8onintheriskoffatali8es(StusterandCoffman1998).Theseverityofpedestrianinjuriesfromvehiclecrashesincreasewiththesquareofspeed(ITE1997,p.18).Theprobabilityofapedestrianbeingkilledinacrashis3.5%ifthevehicleistravelingat15mph,37%at31mphand83%at44mph(Limpert1994,p.663).FieldstudiesshowsignificantsafetybenefitsfromTrafficCalming,asindicatedinthetablebelow.Adetailedsurvey(meta-analysis)of33studiesbyElvik(2001)foundthatarea-widetrafficcalmingprogramsreduceinjuryaccidentsbyabout15%,withthelargestreduc8onisonresiden8alstreets(25%),andsomewhatsmallerreduc8onsonmainroads(10%).Table 7 Safety Impacts of Traffic Calming Measures, U.S. Experience

Number ofObservations

Average Number ofCollisions

% Change inCollisions

Before After 12'Humps 49 2.7 2.4 -11%14'Humps 5 4.4 2.6 -41%22'Tables 8 6.7 3.7 -45%Circles 130 2.2 0.6 -73%AllMeasures– 192 2.6 1.3 -50%(Ewing1999;www.trafficcalming.org)AstudybytheInsuranceIns8tuteforHighwaySafetyfoundthattrafficroundaboutswhichreplaceconven8onalintersec8onsreducetotalcrashes39%andinjurycrashesby76%,andes8matesthatfatalandincapacita8nginjurycrashescouldbereducedabout90%(Persaud2000).Theseresultsareconsistentwithotherinterna8onalstudies.Narrowerroadswithfewertrafficlanesareassociatedwithsignificantlylowercrashrisktopedestriansthanwiderroads(Zegeer,etal.2002;AARP2009).Landscapinginthecentermedianofurbanarterialswasfoundtosignificantlyreducecrashrates(Mok,LandphairandNaderi2003).Theaddi8onalrisktopedestriansassociatedwithmul8-laneroadscanbereducedwithdesignfeaturessuchasraisedcentermeridians(whichgivepedestriansasaferefugewhentheyarehalfwayacrosstheroad)andSpeedReduc8onstrategies(Gårder2004).Conver8ngfour-laneurbanarterialstotwolanesplusacenterturnlanetendstoreduce

collisionsabout1/3,improvespedestriantravelandcausesonlyminorreduc8onsintrafficvolumes(Welsh2001).WeiandLovegrove(2010)evaluatedtheroadsafetyoffiveneighbourhoodpaVerns–grid,culs-de-sac,andDutchSustainableRoadSafety(SRS,orlimitedaccess),3-wayoffset,andfusedgridnetworks.Analysisusingstandardtransporta8onplanningmethodologyrevealedthatallcanmaintainsimilarlevelsofmobilityandaccessibility.Analysisusingstandardroadsafetyanalysismethodologyfurtherrevealedthatthe3-wayoffset,andfusedgridpaVernssignificantlyimproveroadsafety,byasmuchas60%comparedtoprevalentpaVerns(i.e.gridandculs-de-sac).Theseresultsdonotaccountfortheaddi8onalsafetybenefitsthatresultfromroadwaydesignsthat,byimprovingnon-motorizedtravelcondi8onstendtoshi[travelfromautotonon-automodes.Asaresult,thesecanbeconsideredlower-boundes8matesofsafetybenefits.Annualcrashratesperlane-miletendtoincreasewithlanewidth,andarehighestonwider,lowervolume,straightstreetsthathavethehighestspeeds(Swi[,PainterandGoldstein2006;Zegeer,etal.1994;AARP2009).24-footstreetsappeartohavethelowestaccidentrates.Thissuggeststhatnarrowerstreetdesignsandtrafficcalmingcanincreaseroadsafety.TrafficCalmingprovidesgreateroverallsafetybenefitsthanthecul-de-sacstreetdesignso[enusedtoincreasesafety.LucyandPhillips(2006)findthatcrashratesincreasewiththenumberofcul-de-sacsinanarea,becauseanyincreaseinsafetyoncul-de-sacsisoffsetbytheaddi8onalvehicle-mileageinducedbylessconnectedstreetsystems.Health BenefitsTrafficCalmingtendstoincreasewalkingandcyclingac8vityinanarea,whichtendstoimprovephysicalHealth(Morrison,ThomsonandPeycrew2004;NCCHPP2011).Inadequatephysicalac8vityisamajorcontributortocardiovasculardisease,diabetes,hypertension,obesity,osteoporosisandsomecancers.Economic Development BenefitsTrafficCalmingcanhelpimproveretailenvironmentsandsupportlocalEconomicDevelopment.Inasurveyofbusinessownersinanurbanretaildistrict,Drennen(2003)foundthat65%consideralocalTrafficCalmingprogramtoprovideoveralleconomicbenefits,comparedwith4%thatconsideritoverallnega8ve,and65%supportfurthertrafficcalmingprojectsintheirarea.Thesebenefitscanbepar8cularlyimportantintourist-orientedbusinessdistricts,andaspartofcommunityrevitaliza8on.DrennenalsoarguesthatTrafficCalmingcanprovideeconomicbenefitsbyincreasinguseofalterna8vemodesandreducingautomobileexpenditures,givingconsumersmoremoneytospendonlocallyproducedgoods.Drennendiscussesthefollowingpoten8aleconomicimpactsoftrafficcalming.

1. EconomicRevitalizaAonandPropertyValues.Trafficcalmingcanincreaseresiden8alandcommercialpropertyvalues,whichaVractswealthierresidentstothearea(gentrifica8on)andcanincreaseretailsalesandbringeconomicrevitaliza8ontoacommercialcorridor.

2. AQracAvenessandSafety.TrafficcalmingcreatesmoreaVrac8veenvironments,reducesautospeed,and

increasessafetyforpedestrians,bicyclists,drivers,andotherusersofthestreet,whichisgoodforbusiness.

3. SalesandAQracAngCustomers.Trafficcalmingencourageslocalresidentstobuyintheirownneighborhoods,andalsoaVractscustomersfromawiderareaduetoreducedtravel8me,hassle,andcost.

Trafficcalmingcanalsohelppeoplelivelesscar-dependentlifestyles,whichwillincreasetheamountofdiscre8onaryincometheycanspendonthingsotherthantransporta8on.

4. Parking.Mostbusinessesareconcernedaboutthequalityandquan8tyofcustomerparkingandaccessfor

deliverytrucks.However,toolargeasupplyofsubsidized,on-streetparkingcanharmbusinesses.

5. ImpactonEmployees.Poorbicycle,pedestrian,andtransitcondi8onscanharmbusinessesbylosingworkerproduc8vityand8metogridlock,andbyimpairingemployeerecruitment.Conversely,improvedtransporta8onfacili8escanprovidemoreconvenienceforemployees.

6. ConstrucAonandCosts.Trafficcalmingprojectso[enrequireonlyminimal“down8me”forconstruc8on,and

mostdonotrequireanyinvestmentfrombusinessowners.Property Value ImpactsTrafficCalmingcanimproveCommunityLivability,whichtendstoincreasepropertyvalues.HughesandSirmans(1992)findthatresiden8alproper8eshavehighervaluesiflocatedonastreetwithlowertrafficvolumesandspeeds.Similareffectscanoccuroncommercialstreets.AstudythatcomparedpropertyvaluesinaGrandRapids,Michiganresiden8alneighborhooda[eratrafficmanagementprogramwasimplementedfoundthattrafficvolumereduc8onsofafewhundredmotorvehiclesperdayincreasedadjacentresiden8alpropertyvaluesby5-25%(Bagby,1980).AnotherstudyfoundthathomesinNewUrbanistcommuni8essoldfor$20,189moreonaveragethancomparablehomesinconven8onalcommuni8es,an11%increaseinvalue,whichisprobablypartlyduetoTrafficCalmingthatisintegratedinNewUrbanistcommuni8es(EppliandTu2000).Inseveralcasestudies,reducingtrafficspeedsandmakingstreetsmorepedestrian-friendlysignificantlyincreasedretailsalesandpropertyvalues(LGC2001).CostsCostsincludeprogramexpensesandreducedmotorvehicletrafficspeeds.Thetablebelowprovidesgenericcostes8matesfortypicalTrafficCalmingmeasures.CoulterTransporta8onConsul8ng(2004)iden8fiesvariouspoten8alproblemsassociatedwithtrafficcalming,includinguncertaintyaboutimpactsandinstalla8oncosts.Table 8 Typical Costs of Traffic Calming Measures (Seattle Engineering Dept., 1996; Zegeer, etal 2002; Krizek, et al. 2006)

Measure Typical Costs (U.S. Dollars)Asphaltwalkway $30-40perlinearfootfor5-footwidewalkway.Curbramps $1,500perramp.Bikelanes $10,000-50,000permiletomodifyexis8ngroadway(nonewconstruc8on).Chokers $7,000forlandscapedchokeronasphaltstreet,$13,000onconcretestreet.Curbbulbs $10,000-20,000perbulb.Trafficcircles $4,000forlandscapedcircleonasphaltstreet,$6,000onconcretestreet.Chicanes $8,000forlandscapedchicanesonasphaltstreets,$14,000onconcretestreets.Streetclosures $6,500forlandscapedpar8alclosure,$30,000-100,000forfullclosure.Markedcrosswalk $100-300forpaintedcrosswalks,$3,000forpaVernedconcrete.Pedestrianrefugeisland $6,000-9,000,dependingonmaterialsandcondi8ons.Centermedians $15,000-20,000per100feet.Trafficsignals $15,000-60,000foranewsignal.Raisedintersec8on $70,000+perintersec8onTrafficsigns $75-100persign.Speedhumps $2,000perhump

TrafficCalmingcri8csraisethefollowingconcerns(SecondsCount2000):· Delaytoemergencyvehicles.· Civilrightsviola8ons(iftrafficrestric8onslimitaccesstosomeneighborhoods).· Increasedairpollu8on(fromspeedhumps).· Discomforttopeoplewithdisabili8es(fromspeedhumps).· Problemsforcyclists.· Liabilityandlawsuits.· Neighborhoodconflict.InfieldtestsAtkinsandColeman(1997)foundthatspeedhumpsandtrafficcirclescausevirtuallynodelaytosmallemergencyvehicles,butaddseveralsecondsdelayperdeviceforlargefiretrucks.TheLocalGovernmentCommissionhasproducedafactsheetthatdescribeshowemergencyvehicleaccessneedscanbeaddressedinnarrowstreetdesign(LGC2007).Thepercapitariskofdeathfromresiden8alfiresisfarlowerthanfrompedestriancrashes,whichimpliesthatTrafficCalmingcanprovidenetsafetybenefits,althoughexactimpactsvarydependingoncircumstances.Burden(2000a)describeshowtoincorporateemergencyresponseconcernswhenplanningtrafficcalmingprojects.Speedlumpsaretwoormorespeedhumpswithgapspreciselyspacedtoallowthewheeltracksoffire-rescuevehiclestopasswithminimalspeedreduc8ons.TrafficCalmingdevicessuchascurbextensionscanbenefitemergencyresponsebyremovingthepossibilityofvehiclesparkingnearacorner,whichassuresunrestrictedentryatall8mes,andfacilitatesaccesstoadjacentfirehydrants.Impactsonpollu8onemissionsaredifficulttopredict,par8cularlyifTrafficCalmingreducesoveralltrafficvolumes.TrafficCalmingstrategiesthatresultinslower,smoothtrafficflow(roundabouts,neckdowns,chicanes)arelikelytominimizepollu8onemissionscomparedwithstrategiesthatrequirefrequentstops,suchasstopsignsandspeedhumps,andsometrafficmodelingindicatesoverallemissionreduc8ons(SmidfeltandRosqvist2007).SomeTrafficCalmingmeasurescancreateproblemsforcyclistsandvisuallyimpairedpedestrians,althoughsuchproblemscanbeavoidediftheyareconsideredinprojectplanningandthedesignofTrafficCalmingdevices.Ewing(2003)inves8gateslegalliabilityandlawsuitsovertrafficcalming.HefoundveryfewsuccessfulclaimsorsuitsintheU.S.,exceptwherefacili8esareimproperlyinstalledormaintainedandconcludesthat,“Atrafficcalmingfollowingra8onalproceduresisunlikelytosuccumbtoalegalchallenge.”Table 9 Benefit Summary

Objec1ve Ra1ng CommentsConges8onReduc8on -1 Reducesroadwayspeedsandmayreducetrafficcapacity.Road&ParkingSavings 0 Nosignificantimpact.Mayincreasesomemaintenancecostsbut

reducesothers.ConsumerSavings 1 Allowsmorewalkingandcycling,andcanincreaseresiden8alproperty

values.

TransportChoice 3 Allowsmorewalkingandcycling.RoadSafety 3 Significantsafetybenefits.EnvironmentalProtec8on 2 Reducestrafficnoiseandtotalvehicletravel.EfficientLandUse 2 Supportshigher-density,mixeduse,pedestrian-orienteddevelopment.CommunityLivability 3 Reducestrafficimpactsonneighborhoods.

Ra8ngfrom3(verybeneficial)to–3(veryharmful).A0indicatesnoimpactormixedimpacts.Equity ImpactsTrafficCalmingcandisadvantagesomemotorists(par8cularlythosewhowanttospeed),andbenefitsnon-driversmost.Someprojectsbenefitresidentsofonestreetorareaattheexpenseofothers.TrafficCalmingcanincreasehorizontalequitybyhelpingtocreateamorebalancedtransporta8onsystemthatincreasestravelchoicesfornon-driversandreducestheexternalcosts(crashriskandnoise)ofmotorvehicletravel(Bellefleur2013).TrafficCalmingtendstobenefitpeoplewhoareeconomically,physicallyandsociallydisadvantaged,sincetheyo[enwalkandcycle,arehighlyvulnerabletovehiclecrashinjuries,andaremorelikelytoliveinolderurbanneighborhoods(AARP2009).Grayling,etal.(2001)showthatTrafficCalmingispar8cularlybeneficialtoeconomicallyandsociallydisadvantagedcommuni8es.Table 10 Equity Summary

Criteria Ra1ng CommentsTreatseverybodyequally. 1 Usually.Insomecasesfavorsresidentsofonestreetover

others.Individualsbearthecoststheyimpose. 2 Reducesexternali8es(crashriskandnoiseimposedby

motorizedtrafficonpedestrians).Progressivewithrespecttoincome. 2 Significantlybenefitsnondrivers,whotendtobelower

income.Benefitstransporta8ondisadvantaged. 3 Significantlybenefitsnondrivers.Improvesbasicmobility. 1 Improvesnonmotorizedtravel,butcandelayemergency

vehicles.Ra8ngfrom3(verybeneficial)to–3(veryharmful).A0indicatesnoimpactormixedimpacts.ApplicationsTrafficCalmingisappliedmosto[eninurbanresiden8alandcommercialareas,wherethereispoten8alforincreasedwalkingandcycling.SomeTrafficCalmingstrategiescanbeappliedonarterialsandhighways.Table 11 Application Summary

Geographic Ra1ng Organiza1on Ra1ngLargeurbanregion. 1 Federalgovernment. 0High-density,urban. 3 State/provincialgovernment. 2Medium-density,urban/suburban. 3 Regionalgovernment. 3Town. 3 Municipal/localgovernment. 3Low-density,rural. 1 BusinessAssocia8ons/TMA. 2Commercialcenter. 3 Individualbusiness. 1Residen8alneighborhood. 3 Developer. 2Resort/recrea8onarea. 3 Neighborhoodassocia8on. 3 Campus. 3

Ra8ngsrangefrom0(notappropriate)to3(veryappropriate).CategoriesImprovedTransportChoiceandIncenAvetoReduceDrivingRelationships With Other TDM StrategiesTrafficCalmingsupportsandissupportedbyVehicleRestric8ons,SpeedReduc8ons,ContextSensi8veDesign,NonmotorizedTransportImprovements,UniversalDesign,SmartGrowth,NewUrbanism,Clustering,

StreetscapingandCampusTransporta8onManagement.Sincemosttransittripsinvolvewalkinglinks,TrafficCalmingisaTransitImprovementthatsupportsTransitOrientedDevelopment.StreetReclaimingandRoadSpaceRealloca8onareothertrafficimpactreduc8onstrategies.StakeholdersTrafficCalmingisusuallyimplementedbylocalgovernments,o[enwiththeinvolvementoforganiza8onsrepresen8ngresidentsandlocalbusinesses.TrafficCalmingprojectsareo[enini8atedbyneighborhoodgroupsconcernedaboutpedestriansafetyandtrafficimpacts.Barriers To ImplementationBarriersincluderesistancebysometransporta8onprofessionals(thosewhoemphasizevehicletrafficflowoverotherstreetdesignobjec8ves),andfinancialcostsforimplemen8ngTrafficCalmingprojects.Thereissome8mesopposi8onfromresidentstoTrafficCalming,althoughthisusuallyrelatestospecificTrafficCalmingdevices(suchasspeedhumps)ratherthantheoverallconceptofTrafficCalming.Opposi8ono[endeclinessignificantlywithinafewmonthsa[erTrafficCalmingisimplemented.Onesurveyfoundthatmostdrivers(55%)opposetrafficroundaboutsbeforeconstruc8on,withmost(41%)stronglyopposed,butthisdeclinedto28%opposedand15%stronglyopposeda[erconstruc8on(Reyng,LuVrellandRussell,2002).Best PracticesTrafficCalmingdesigninvolvesbothscienceandart.ThefollowingareguidelinesforTrafficCalmingbestprac8ces:1. TrafficCalmingplanningshouldincludeadequatepublicinvolvement.2. InvolveexpertsfamiliarwiththelatestTrafficCalmingresourcesanddesignstandards.3. ApplyCompleteStreetspolicieswhichrecognizethatroadwayso[enservediversefunc8onsincludingthrough

travel,recrea8onalwalking,socializing,vending,andnearbyliving,whichmustbeconsideredandbalancedinroadwaydesignandmanagement.

4. PlannersshouldconsideravarietyofTrafficCalmingdevices,ratherthanrelyingonasingletype,suchasspeed

humpsorrumblestrips.5. TrafficCalmingprojectsshouldsupportmul8pleobjec8ves,includingenhancedstreetaesthe8cs,improved

walkingandcyclingcondi8ons,aswellascontrollingtrafficspeeds.6. StopsignsshouldnotbeusedasTrafficCalmingdevices.7. Devicesthatarenewtoanareashouldbeimplementedonatrialbasiswithadequatesigning.Forexample,

thefirsttrafficcirclesinanareashouldhavesignsshowingthepathvehiclesshouldfollow.A[erafewyearssuchsignsbecomeunnecessary.

Belowareplanninganddesignprinciplestohelpbuildhealthycommuni8esandstreets,basedonDanBurden’s2001DisAnguishedLectureattheTransporta8onResearchBoardAnnualMee8ng.

· Buildforeveryone.Streetshavemul8pleusesthatmustbebalanced.· Createmanylinkages.Developawell-connectedstreetnetworkthatoffersmul8pleroutesandmodesto

des8na8ons.Addspecialwalkingandcyclinglinkageswherepossible(forexample,mid-blockwalkwaysandpathsthatconnectdeadendstreets).

· Makesidewalksthatarecomfortable,andstreetsthatareeasytocross.· Buildnarrowstreetsandcompactintersec8ons.Thismakesiteasierforpedestrianstocross.· Keepurbantrafficdispersed,lowspeedandmoving.· Buildgreenstreetsthatincludetreesandboulevards.· ProvideADAaccess(UniversalDesign).· Buildpublicspace.Recognizethatstreetsareprimarycomponentofthepublicrealm,wherepeoplecan

interactandbuildcommunity.· Buildwithpropersizeandscale.Scaleforpeople,notjustforcars.· Encouragediversity.Providemixedusesandmixedincomeswithinacommunity.Createamaximumnumberof

ac8vi8eswithinwalkingdistanceofeachneighborhood.WitandHumorWedon’tgetmuchtrafficbyourhouse.Weliveonaone-way,dead-endstreet.

Case Studies and ExamplesWest Palm Beach (Stillings and Lockwood, 2001)ThecityofWestPalmBeach,Florida(popula8on80,000)hasdeveloped“secondgenera8ontrafficcalming”whichmeansthattrafficcalmingdesignfeaturesarenormallyimplementedwhenastreetisbuiltorreconstructed(whetherforu8lityworkorotherwise),ratherthanconsideringtrafficcalmingaspecialprogramortreatment.Thisapproachisfoundtobemostcosteffec8veandequitable,andhasgreatlyimprovedthecommunity’swalkability.Thecity’ssuccessesinclude:· ClemaAsStreetwasatypicalone-wayurbanarterial,withthreetrafficlanesandtwoparkinglanes.Itwasa

run-downareawith80%vacantproper8es.Thecityimplementedastreetscapingplanwithtrafficcalmingandpedestrianimprovementsthatincludedconver8ngittotwo-waytraffic,narrowings,araisedintersec8on,lateralshi[s,andremovalofturnlanesandtrafficsignals.Sincethisworkwascompletedthestreethasbecomeamajorac8vitycenterwithawidevarietyofthrivingbusinessesanda10-foldincreaseinpropertyvalues.

· CityPlaceisanew77-acre,$400million,mixed-usedevelopmentnearClema8sStreetthatisbeingconstructed

withtrafficcalmingandNewUrbanistfeatures,includingbulbouts,narrowandraisedintersec8ons,on-streetparking,widesidewalks,andbuildingsthathaveground-levelshopswithofficesandresidencesabove,tocreateapedestrian-orienteddistrict.

· OldNorthwoodandNorthboroParkareresiden8alneighborhoodsthathavehadextensivetrafficcalmingto

reducecut-throughtraffic.Asaresulttheyhavechangedfrombeingdepressed,undesirableareaswithseriouscrimeproblemstoaVrac8veneighborhoodspopularwithyoungfamilies.

Health Benefits of Traffic Calming (http://injuryprevention.bmj.com/content/15/6/369.full.html)Jacobsen,RacioppiandRuVer(2009)examinetheimpactofvehicletrafficonlevelsofwalkingandbicyclingbasedonacomprehensivereviewofmedical,publichealth,cityplanning,publicadministra8onandtrafficengineeringtechnicalliterature.Theanalysisindicatesthatrealandperceiveddangeranddiscomfort

imposedbytrafficdiscourageswalkingandbicycling.Althoughitcanbedifficulttomeasuretheseeffects,observedbehaviourprovidesgoodevidencefortheseeffects,withthestrongestassocia8onbeinganinversecorrela8onbetweenvolumesandspeedsoftrafficandlevelsofwalkingandcycling.Theyconcludethatinterven8onstoreducetrafficspeedandvolumearelikelytoimprovepublichealthbyincreasingwalkingandbicyclingac8vity.Survey of Traffic Calming ImplementationAsurveyof21transporta8onagencieswithsignificanttrafficcalmingprogramsindicatesthatbetween1997and2004suchprogramsexpandedandpublicacceptanceincreased.Table 12 Summary of Traffic Calming Practices (Ewing, Brown and Hoyt 2005)

Issue FindingsProgrambudget Programcapitalbudgetsrangeform$30,000to$600,000peryear.Ofagencies

surveyedapproximately50%eitherareunfoundedorrelyexclusivelyonresidentfunding.

Residentfunding Approximatelyhalfoftheagenciesrelyonresidentstofundsomeoralloftheconstruc8oncosts.

Installedwithnewdevelopment

Approximatelyhalfoftheagenciesincorporatetrafficcalmingdevicesintonewdevelopments.Towagencieshaveadoptedguidelinesfortrafficcalminginnewdevelopments.

Publicinvolvement Allagenciessurveyedrelyonresidentorneighborhoodassocia8onstosubmitpe88onsreques8ngtreatment.Someagenciesalsowouldconsiderstafforcommissionappointedpe88ons.MorethanhalfinvolvethepublicthroughacommiVeeorneighborhoodassocia8ontohelpdevelopaplan.

Firedepartmentinvolvement

Alloftheagenciessurveyedinvolvethefiredepartmentinthedesignoftheavailabledevicesand/orduringtheplanningprocess.Someagenciesgivevetopowertothefiredepartment.Someagencieshavedesignatedprimaryemergencyresponseroutesthatprecludecertaintypesoftreatments.

Treatmentofarterials Sixofthesurveyedagenciesconsidertrea8ngarterials,withalimitedtoolboxofeligibledevices.Noneoftheseagenciesallowuseofver8caldevicesonarterials.

Priori8es Intotal,75%oftheagenciesrelyonsomeformofaquan8fiablepriorityrankingsystem.Someagenciestreatproblemsintheorderpe88onsarereceived;towagenciesrelyonresidentfundingand,therefore,nopriori8za8onsystemisneeded.

Deviceeligibility Amajorityofagenciesusewarrantsorguidelinestodeterminedeviceeligibility;theremainingeightagenciesrelyonastaffdetermina8on.

Toolbox Allbuttwooftheagencieshavecomprehensivetoolboxes(menuofcalmingdevicesthatmaybeused).AlmosthalfoftheagenciesrejectSTOPsignsastrafficcalmingdevices.

Thistablesummarizesmajorfindingsfromasurveyof21transportaAonplanningagenciesthathavetrafficcalmingimplementaAonprograms.Seattle Traffic Calming (www.usroads.com/journals/rmej/9801/rm980102.htm)TheCityofSeaVle,Washingtonhasimplementedmorethan700trafficcirclesonresiden8alstreetsandaddsdozensmoreeachyear(Mundell,1998).IthasastandardprocessforresidentstorequestTrafficCalming,andvariousfundingsources(SeaVle,1996).Theresponsehasbeenposi8ve:therearehundredsofrequestseachyearformoreTrafficCalmingprojects,andalthoughdevicescanberemovedifresidentsareunhappywiththefinalresult,thishasonlyhappenedonce.Lane Width StandardsThecityofTucsonhasestablishedthefollowingroadwaylanewidths,whichareconsideredideaformixed

traffic.

1. Thestandardwidthforatravellaneis12feet,whichmaybereducedto11feetifneededtoaccommodateabikelane.Forroadwayswithapostedspeedlimitnogreaterthan40mphtrafficlaneswithnoopposingtrafficinanadjacentlanemaybereducedtoapproximately10feet,basedonengineeringjudgment.

2. Thestandardwidthforturnlanesistypically12feet,however,turnlanesmaybereducedto10feetwhere

thecrosssec8onwidthislimited.Turnlanewidthsmaybefurtherreducedto9feet,basedonengineeringjudgment.

3. Thestandardwidthforabikelaneis5feet,excludingtheguVerpan.Formajorstreetswithlimitedcross-

sec8onwidththebikelanemaybereducedtoapproximately4feetinwidth,includingtheguVerpan.Higherroadwayspeeds(morethan40mph)andabsenceofaguVerpanwouldindicatetheneedforawiderbikelanewherethewidthisavailable.

4. Whenplacedtothele[ofaRightTurnOnlylane,thewidthofabikelaneshouldbeaminimumof5feet.For

intersec8onswithlimitedcrosssec8onwidth,suchabikelanemaybereducedto4feet,orevento3feetforloca8onsofverylimitedpavementwidth,basedonengineeringjudgment.

Bike Lane Motor Vehicle Travel Lane

StandardWidth 5feet 12FeetReducedWidth 4Feet 11Feet

Asmuchaspossible,bikewaysshouldbedesignedtocrossrailroadtracksatornearrightangles.Wherethisisnotfeasible,considera8onshouldbegiventoinstallingappropriatewarningsigns.Bikelanesmaybewidenedattheseloca8onstoallowcycliststocrosstracksclosertoarightanglewhilestayingwithinthelane,asdescribedbytheAASHTOGuidefortheDevelopmentofBicycleFaciliAes.Community Planning Charrettes (www.walkable.org)Theorganiza8onWalkableCommuni8eshaspar8cipatedindozensofcommunityplanningcharreVes,inwhichresidentsandexpertsworktogethertodesignandorganizeroadwayimprovements,manyofwhichincludeTrafficCalming.Home Zones (www.homezonenews.org.uk)TheBri8shgovernmenthasdevelopedpoliciestoallowhighwayauthori8estodesignatestreetsas“homezones,”residen8alstreetswithlimitedtrafficspeeds.Withinthesezones,streetac8vity,includingplay,willbelawful.Designspeedswillbelessthan20mph-probably10mph.Signswillbepostedattheareaedgestoindicatetheirspecialstatus.Designswillincludesharedsurfaces(nocurbs),landscapingandplayequipment.Thefederalgovernmentwilldistributefundingtolocalagenciesforplanningandimplementa8on.Economic Development BenefitsEdgewaterDriveinOrlando,Floridainvolvedtrafficcalming,speedreduc8onandtheconversionofa4-laneundividedroadwayintoa3-laneroadwithbikelanesandon-streetparking.Whiletheneighborhooditselfisverywalkable,asa4-lane“MainStreet”EdgewaterDrivewasnot.Theroadrunsthroughalargeneighborhoodofabout10,000peopleonahighlyconnectedgridnetwork.EdgewaterDriveservesasthecommercialmainstreetfor

thecommunity,withagrocerystore,postoffice,highschool,severalpharmacies,high-endaswellasmoderaterestaurants,andaneighborhoodsizehardwarestore.Mostofthebuildingsareorientedtowardsthesidewalk.Resultsofthisconversioncanbefoundat:www.cityoforlando.net/planning/Transporta8on/documents/Edgewater.pdf.Sincetheprojectwasimplementedmanynewbusinesseshaveopenedonthestreet.Citystaffbelievethatthisresulted,inpart,fromthemorepedestrian-friendlycondi8ons.Pedestrian Safety Operations Proving Effective (www.odot.state.or.us/comm/news/2002071801.htm)Oregonci8eshavebeenabletoreducepedestriancrashesbyincreasingpedestrianlawenforcement.UnderthePedestrianSafetyOpera8ons(PSE)program,adecoypoliceofficeraVemptstocrossinacrosswalk,withavideocamerarecordingtheevent.Ifpassingmotoristsfailtostopandyieldasrequiredbylaw,theyareissuedeitherawarningoracita8on.Threeyearssincetheprogramwasestablishedcrosswalkpedestrianinjuriesdeclinedby16%(from348to293)andfatali8esdeclined19%(from16to13).Somepeoplehavecri8cizedtheseas“s8ng”opera8ons,buttheprogramisnotdesignedtosurpriseorentrapmotorists.Thepurposeistoraiseawareness,notwritecita8ons.Advancewarningisprovidedthroughmediacoverageandon-sitesigns.Policesupporttheprogramasaneffec8vecrashpreven8onstrategy,with31policedepartmentsandsheriff’sofficespar8cipa8ngin2002.“Wearegratefultoallpar8cipa8nglawenforcementagencies.They’vedoneagreatjob,”saidRickWaring,PedestrianSafetyProgramcoordinatorforODOT.“Pedestriansafetyisaseriousissueineverycommunity—peoplehavetroublegeyngacrosstheirstreetsandtheyaredelightedsomeoneisdoingsomethingaboutit.Communityresponsefromci8zensandpublicofficialshasbeenoverwhelminglyposi8ve,”saidWaring.ODOT’spedestriansafetyprogramalsohasprovidedspecializedtrainingfor71policeagenciesand108officersanddepu8es.Thegoalistoteachofficerstosetuptheopera8onsoitisfairtomotorists,yethasthedesiredeffectofraisingawarenessandimprovingsafetyforpedestrians.Formoreinforma8on,contacttheOregonDepartmentofTransporta8onBicycleandPedestrianSafetyProgram,(www.odot.state.or.us). Driving the argument home (BBC News )BySeanCoughlan,BBCNews(hVp://news.bbc.co.uk/1/hi/uk/4459056.stm),22November2005.Acampaignisunderwaytolowerspeedlimitsto20mphinurbanareas,butwhat'sgoingtomakedriversslowdown?Abossyroadsign,ahumpintheroadorathree-piecesuiteparkedintheroad?There'snoreasonthattrafficcalmingshouldbeboringorwithoutasenseofhumour,sayschildren'sauthorandtrafficcampaigner,TedDewan.AndusinghisOxfordresiden8alstreetasatestlaboratory,Mr.Dewanhasbeenworkingonmorecrea8vewaystoreducetrafficspeed.“Peoplearetoousedtobeingscoldedbywarningsignstellingthemaboutlethalspeedanddriving.It'slike'tellmesomethingnew'.Butthey'renotusedtohavingtheirwitengaged,”hesays.Soinaspiritthatcombinesasenseofentertainmentwithaseriousintent,hehascomeupwiththeideaof“folktrafficcalming.”Thisiswhereartinstalla8onsmeetroadsafety,akindofsleepingpolicemanthat'sbeeninfluencedbyDamienHirst.WelivehereThesetypeof“DIYtraffic-calminghappenings”aredescribedbytheircreatoras“roadwitches”andhaveincludedan11-feethighrabbit,abigbed(forasleepingpoliceman),aCasualty-stylefakecrashsceneforHalloweenandtheseyngupofalivingroominthemiddleoftheroad.“There'sanelementoffunandmischief,butunderneathisthe

ambi8ontoencouragepeopletore-examinehowroadsareused,”saysMr.Dewan.“Withthelivingroom,itwasthemostdirectwayofsaying‘Welivehere.Thisisourlivingspace.’”Andhesaysthatresidentsreallyenjoyedthestrangenessofbeingabletorelaxoutsideintheirownstreet,ratherthanfeelitwasaplaceonlybelongingtothecarsthatraceupanddownit.ResidentshadforgoVenwhatitwasliketohaveastreetwithouttheusualhigh-volumeandlow-courtesyofpassingtraffic.Ini8allythestreetwaslegallyclosed,toallowtheseyngupofthisoutdoorlivingroom,includingsuchmiddle-Englandtouchesasastandardlamp.Itwasthenre-arrangedtoallowtraffictopassthrough,butMr.Dewansaysthereac8onsofmotoristsshowedhowmotoristsexpectnothingtostandintheirway.PsychoAc“Adriverofa4x4didn'tsomuchdisapprove-hewastoocrazedandviolentforthat.Heseemedtobemadepsycho8cbytheideathatroadscouldexistforanythingotherthanhimtodriveon,”hesays.Thismotoristdeliberatelydroveintopiecesofthelivingroomfurnitureandthencalledthecounciltodemandthattheyshi[whateverwasle[lyingintheroad.Thereweregenderdifferencestoo,saysMr.Dewan.Maledriversdidn’tseemtoliketheideaofdrivingacrossthecarpet.Butfemaledriverswerelesssympathe8candmoreaggressive,withastronger“getoutofmywayaytude.”It’sthissenseofen8tlementthathesayshewantstochallenge-leavinga4x4blockinghalfthestreetiscalledparkingbutacoupleofchairsandamagazinerackputinthesameplaceisseenasasenselessprovoca8on.“Mydaughterisn’tallowedtothrowsnowballsatschool,becauseit'sconsideredtoodangerous.Butit’smeanttobeacceptablethatshecanwalkhomeonlyinchesawayfromcarsdrivingatlethalspeeds.Thereissomethingweirdaboutthis,adeepculturalbias.”SelfishAstheowneroftwocars,Mr.Dewansayshe'sfarfrombeingan8-motorist,buthewants“mutualrespect”betweendriversandpedestriansandtostopthe“deluded,selfish”waythattraffichascometodominateurbanspaces.Mr.Dewanhasplanstoextendtheroadwitchconcept,sendingthemessagethatthereare“crea8ve,non-confronta8onal”waysthatresidentscancontrolwhat'sgoingonintheirownroads-andtoassertthatroadsdonotonlybelongtodrivers.AndTuesdayalsomarksana8onaldayofcampaigningbyTransport2000tosupportalowerspeedlimitforresiden8alareas.The“20’sPlenty”campaignsaysa20mphlimitonresiden8alstreetswouldmeanatwo-thirdsreduc8oninthenumberofchildrenkilledorinjuredbycars.LindaBeard,Transport2000'sstreetsandtrafficcampaigner,saysthat“atthemoment,we'refailingtoprotectpeople,especiallychildren,fromtraffic.”RoadmosaicTheuseofsuchlowerspeedlimitsinsomeresiden8alareasissupportedbytheRACFounda8on,butexecu8vedirectorEdmundKingsaysithastobepartofabalance-withsufficientthrough-routestopreventtrafficgrindingtoahalt.“Wesupportwell-plannedhomezones,butmobilityisalsoimportantandtherehavetobestreetsformovement,wherepeoplecangoabouttheirbusiness,”hesays.Mr.Kingisalsosympathe8ctomoreimagina8veapproachestotrafficcalming,andhepointstostreetdesignsconstructedtoshowdriversthattheyareenteringaresiden8alarea.Thismightbedifferentcolouredroadsurfaces,oramosaicembeddedintheroadshowingthestreetnameoragatewaygivingtheimpressionthatyouareabouttodrivethroughaplacewherepeopleareliving.“Thereneedstobesomethingmorecrea8vethanjustabumpintheroad,”hesays Community Traffic CalmingHass-Klau,etal(1992)providesnumerousTrafficCalmingcasestudiesfromEurope.CountySurveyorsSociety,etal(1994)includes65casestudiesfromtheU.K.Ewing(1999)alsoprovidescasestudies.

Road Diets Support Local Economic Development and Reduce Crashes (Burden and Lagerway 1999;Rosales, 2007)SeveralMainStreetarterialsinFlorida(Atlan8cBoulevardinDelRayBeach,andcoupletsinWestPalmBeachCounty)wenton4-to3-laneand4-to2-lanereduc8ons.IneachcasethebusinessesdidmuchbeVeroncetheroadsweremademoreaVrac8veandspeedingwasreduced.TheAtlan8cBeachtreatmentwassosuccessfulthatitisbeingextendedanother10blocks.InFerndale,Michigan,a4-lanewasconvertedtoa2-laneontheirverybusymainstreet.Beforethetransi8onmostbusinesseshadeitherfailedorwereopera8ngoutofthealley.Followingtheconversiontherehasbeenamajorreturnofshoppers.Thetreatmentisbeingextended.TheRoadDietHandbook:SeangTrendsforLivableStreets(Rosales2007)isacomprehensiveguideforroaddietimplementa8on,includingguidelinesforiden8fyingandevalua8ngpoten8alroaddietsites,designconceptsandprac8ces,andexperiencefromcasestudies.Table13indicatestypicalRoadDietcrashreduc8onbenefits.Table 13 Road Diet Safety Benefits (Rosales 2007)

Location Street Initial Traffic Volume CrashesVancouver,Washington FourthPlain BoulevardArterial~17,000ADT -52%Athens,Georgia BaxterStreet Arterial~20,000ADT -53%ClearLake,Iowa USStateHighway18 StateHighway~12,000ADT -65%Toronto,Ontario StGeorgeStreet MinorArterial~7,500ADT -40%Dunedin,NewZealand KaikoraiValleyRoad Arterial~10,000ADT -30%

Swiss Strolling Zones (www.modelcity.ch)TheSwissfederalgovernmenthasestablished“Begegnungszonen”(StrollingZones),whichisadowntowncommercialstreetthatisoperatedasapedestrianzone,wherelanesarenarrowandcarsmusttravelatalowspeed.Thisconcepthasprovenpopularwithresidentsandbusinesses,andisbeingimplementedinmorethan20communi8esinSwitzerland.Grandveiw Avenue Speed Reductions (Smart Growth Network, 2002)GrandviewAvenueinUniversityPlace,Washingtonisabusytwo-lanesuburbanroadwheretrafficaveraged44milesperhourdespitea35-mphpostedspeedlimit,un8ltheroadwaywasredesignedwithnarrowertrafficlanes,bikelanes,landscapingandsidewalks.A[ertheproject,averagetrafficspeedshavedeclinedto35-mph,andtheroadismuchmoreaVrac8veforpedestriansandcyclists.References And Resources For More InformationAARP(2009),PlanningCompleteStreetsforanAgingAmerica,AmericanAssocia8onforRe8redPersonsPublicPolicyIns8tute(www.aarp.org/ppi);atwww.aarp.org/research/housing-mobility/transporta8on/2009_02_streets.html.AltaPlanning+Design(2005),CaltransPedestrianandBicycleFaciliAesTechnicalReferenceGuide:ATechnicalReferenceandTechnologyTransferSynthesisforCaltransPlannersandEngineers,CaliforniaDepartmentofTransporta8on(www.dot.ca.gov/hq/traffops/survey/pedestrian/TR_MAY0405.pdf).APG(2009),TrafficCalming,Alterna8veParksGeek(www.partsgeek.com/makes/traffic_calming.html).CrysValAtkinsandMichaelColeman(1997),“InfluenceofTrafficCalmingonEmergencyResponseTimes,”ITEJournal,August,pp.42-47;atwww.ite.org/traffic/documents/JHA97A42.pdf.

CrysValAtkins(1999),“TrafficCalming,”Chapter17,TransportaAonPlanningHandbook,Ins8tuteofTransporta8onEngineers(www.ite.org),pp.642-675.GordonBagby(1980),“EffectsofTrafficFlowonResiden8alPropertyValues,”JournaloftheAmericanPlanningAssociaAon,Vol.46,No.1,January1980,pp.88-94.DanBurdenandPeterLagerway(1999),RoadDietsFreeMillionsforNewInvestment,WalkableCommuni8es(www.walkable.org).DiscussesTrafficCalmingprojectsonarterials.DanBurden(2003),LevelofQuality(LOQ)Guidelines,ThomasJeffersonPlanningDistrictCommission(www.tjpdc.org/transporta8on/walkability.asp).Illustratesroadwaycondi8onsthataffectwalking,bicycling,trafficcalming,transitaccessandstreetcrossing.CenterforLivableCommuni1es(www.lgc.org/clc)providesinforma8onandresourcestohelpcreatemorelivablecommuni8es.RobertCerveroandCarolynRadisch(1995),TravelChoicesinPedestrianVersusAutomobileOrientedNeighborhoods,UCTransporta8onCenter,UCTC281(www.uctc.net).CMHC(2008),TamingtheFlow—BeQerTrafficandSaferNeighbourhoods,CanadianMortgageandHousingCorpora8on(www03.cmhc-schl.gc.ca);atwww03.cmhc-schl.gc.ca/b2c/catalog/product.do?next=cross#.

CNU(2003),CivilizingDowntownHighways:PuangNewUrbanismToWorkOnCalifornia’sHighways,CongressfortheNewUrbanism(www.cnu.org).CompleteStreets(www.completestreets.org)isacampaigntopromoteroadwaydesignsthateffec8velyaccommodatemul8plemodesandsupportlocalplanningobjec8ves.CongressfortheNewUrbanism(www.cnu.org),providesavarietyofinforma8ononinnova8veurbandesign.TheCNUNarrowStreetsDatabase(www.sonic.net/abcaia/narrow.htm)describesmoreflexiblezoningcodesbeingimplementedinvariouscommuni8es.CORDIS(1999),BestPracAcetoPromoteCyclingandWalkingandHowtoSubsAtuteShortCarTripsbyCyclingandWalking,CORDISTransportRTDProgram,EuropeanUnion(www.cordis.lu/transport/src/adonisrep.htm).CountySurveyorsSociety,etal(1994),TrafficCalminginPracAce;AnAuthoritaAveSourcebook,LandorPublishing(availablefromwww.ite.org).CoulterTransporta1onConsul1ng(2004),NeighborhoodTrafficManagementinDuPageCounty:RecommendedAcAons,DuPageCountyMayorsandManagersConference.CTRE(2006),Four-LanetoThree-LaneConversion:ResearchProjects/Reports,CenterforTransporta8onResearchandEduca8on(www.ctre.iastate.edu/research/4laneto3lane.htm).DEA&Associates(1999),MainStreet…WhenaHighwayRunsThroughIt,Transporta8onandGrowthManagementProgram,OregonDOTandDept.ofEnvironmentalQuality(hVp://egov.oregon.gov/LCD/TGM/publica8ons.shtml).CamilleDelepierre(2008),DecreasingCarSpeedInCiAes–Pro’sAndCons-InTheoryAndPracAce:WithLund,

Malmö(Sweden)AndLille(France)Examples,MastersThesis,LundUniversity.DETR(2000),TrafficCalmingBibliography,DepartmentofEnvironment,TransportandRegions,(www.roads.detr.gov.uk/roadnetwork/ditm/tal/index.htm).DfT(2006),ManualforStreets,DepartmentforTransport(www.manualforstreets.org.uk).Providesguidancetoprac88onersoneffec8vestreetdesign.DfT(2011),SharedSpace,LocalTransportNote1/11,DepartmentForTransport(www.d[.gov.uk);athVp://assets.d[.gov.uk/publica8ons/ltn/1-11.pdf.DKSAssociates(2002),VancouverTrafficManagementPlan:StreetDesigntoServeBothPedestriansandDrivers,CityofVancouver,Washington(www.ci.vancouver.wa.us/transporta8on/ntmp/seindex.html).RichardDowling,etal.(2008),MulAmodalLevelOfServiceAnalysisForUrbanStreets,NCHRPReport616,Transporta8onResearchBoard(www.trb.org);athVp://trb.org/news/blurb_detail.asp?id=9470;UserGuideathVp://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_w128.pdf.Thisdescribeswaystoevaluateroadwaydesignimpactsonvariousmodes(walking,cycling,drivingandpublictransit).EmilyDrennen(2003),EconomicEffectsofTrafficCalmingonUrbanSmallBusinesses,MastersThesis,SanFranciscoStateUniversity(www.emilydrennen.org);atwww.emilydrennen.org/research_trans.shtml.EricDumbaugh(2005),“SafeStreets,LivableStreets,”JournaloftheAmericanPlanningAssociaAon(www.planning.org),Vol.71,No.3,pp.283-300;atwww.naturewithin.info/Roadside/TransSafety_JAPA.pdf.RobertM.Eschbacher(2006),“TrafficCalmingAsAnIntegralElementOfASuburbanRevitaliza8onProgram,”ITEJournal,Vol.76,No.11(www.ite.org),November2006,pp.28-29.RuneElvik(2001),“Area-WideUrbanTrafficCalmingSchemes:AMeta-AnalysisofSafetyEffects,”AccidentAnalysisandPrevenAon,Vol.33(www.elsevier.com/locate/aap),pp.327-336.MarkEppliandCharlesC.Tu(2000),ValuingtheNewUrbanism;TheImpactofNewUrbanismonPricesofSingle-FamilyHomes,UrbanLandIns8tute(www.uli.org).ReidEwing(1999),TrafficCalming;StateofthePracAce,FHWAandITE(www.ite.org/traffic/tcstate.htm#tcsop).ReidEwing(2003),“LegalStatusofTrafficCalming,”TransportaAonQuarterly(www.enotrans.com),Vol.57,No.2,Spring2003,pp.11-23.ReidEwing,StevenBrownandAaronHoyt(2005),“TrafficCalmingPrac8ceRevisited,”ITEJournal,Vol.75,No.11(www.ite.org),November2005,pp.22-28.ReidEwingandStevenBrown(2009),U.S.TrafficCalmingManual,PlannersPress(www.planning.org)andASCEPress(www.asce.org).Fehr&PeersandReidEwing(2002),TrafficCalmingGuidelines,CityofSacramento(www.pwsacramento.com/traffic/ntmp.html).FHWA(1997),FlexibilityinHighwayDesign,FHWA(www.�wa.dot.gov).

FHWA(2000),WalkableCommunity;YourTownUSA,FHWA-SA-00-010,USDOT(hVp://safety.�wa.dot.gov/programs/ped_bike.htm).FHWA,TrafficCalmingWebsite(www.�wa.dot.gov/environment/tcalm/index.htm)bytheFederalHighwayAdministra8onprovidesavarietyofresourcesfortrafficcalmingplanning.B.Fildes,S.Godley,T.TriggsandJ.Jarvis(1999),PerceptualCountermeasures:ExperimentalResearch,MonashUniversity(www.monash.edu.au)fortheAustralianTransportSafetyBureau.LawrenceFrankandChrisHawkins(2007),FusedGridAssessment:TravelAndEnvironmentalImpactsOfContrasAngPedestrianAndVehicularConnecAvity,CanadaMortgageandHousingCorpora8on(www.cmhc-schl.gc.ca);atwww.cmhc-schl.gc.ca/en/inpr/su/sucopl/fugr/index.cfm.PerE.Gårder(2004),“TheImpactofSpeedandOtherVariablesonPedestrianSafetyinMaine,”AccidentAnalysis&PrevenAon,Volume36,Issue4(www.elsevier.com/locate/aap),July2004,pp.533-542.FanisGrammenos(2004),“FusedGrid:ANewModelforSustainable–AndLivable–Development,”MunicipalWorld(www.municipalworld.com),July2004,pp.11-12,54-55;atwww.cmhc-schl.gc.ca/en/inpr/su/sucopl/fugr/index.cfm.TonyGrayling,KarlHallam,DanielGraham,RichardAnderson&StephenGlaister(2002),StreetsAhead:SafeandLivableStreetsforChildren,Ins8tuteforPublicPolicyResearch,(www.ippr.org).JeffGuldenandReidEwing(2009),“NewTrafficCalmingDeviceofChoice,”ITEJournal(www.ite.org),Vol.79,No.12,pp.26-31;athVp://nacto.org/wp-content/uploads/2012/06/Gulden-and-Ewing-2009.pdf.ShaunaL.Hallmark,SkylarKnickerbocker,andNealHawkins(2013),Evalua8onOfLowCostTrafficCalmingForRuralCommuni8es,Ins8tuteforTransporta8on,IowaStateUniversity(www.intrans.iastate.edu);atwww.intrans.iastate.edu/research/documents/research-reports/updated_rural_traffic_calming_w_cvr2.pdf.HamiltonAssociates(1996),SafetyBenefitsofTrafficCalming,InsuranceCorpora8onofBri8shColumbia,(www.icbc.com).CarmanHass-Klau,IngeNold,GeertBockerandGrahamCrampton(1992),CivilizedStreets;AGuidetoTrafficCalming,EnvironmentalandTransportPlanning(Brighton,UK).ComprehensiveguidetoTrafficCalmingwithnumerouscasestudies,mostlyinEurope.JenniferR.HefferanandPeterLagerwey(2004),“CityofSeaVle,WA,USA,CrosswalkInventoryandImprovementPlan,”ITEJournal,Vol.74,No.1,January2004,pp.34-41.HMSBID(2000),“Conver8ngDowntownStreetsfromOne-WaytoTwo-WayYieldsPosi8veResults,”citedinUrbanTransportaAonMonitor,12May2000,p.3.WolfgangHomburger,etal.(1989),ResidenAalStreetDesignandTrafficControl,ITE(WashingtonDC;www.ite.org).Guidefortrafficengineersonthedesignofresiden8alstreetstocontroltraffic,includingmanyTrafficCalmingstrategies.HSIS(2010),EvaluaAonofLaneReducAon“RoadDiet”MeasuresonCrashesSummaryReportResearch,Development,andTechnology,HighwaySafetyInforma8onSystem(www.hsisinfo.org);summaryreportatwww.hsisinfo.org//pdf/10-053.pdf.

HermanHuangandMichaelCynecki(2001),TheEffectsofTrafficCalmingMeasuresonPedestrianandMotoristBehavior,FederalHighwayAdministra8on,FHWARD-00-104(www.walkinginfo.org/rd/for_ped.htm#calm).WilliamHughesandC.F.Sirmans(1992),“TrafficExternali8esandSingle-FamilyHousePrices,”JournalofRegionalScience,Vol.32,No.4,pp.487-500.HillaryIsebrands,TracyNewsomeandFrankSullivan(2015),“Op8mizingLaneWidthstoAchieveaBalanceofSafety,Opera8ons,andUserNeeds,”ITEJournal(www.ite.org/itejourna),Vol.85,No.3,pp.36-42.ITE(1997),TradiAonalNeighborhoodDevelopmentStreetDesignGuidelines,Ins8tuteofTransporta8onEngineers(www.ite.org).ITE,TrafficCalmingLibrary(www.ite.org/traffic/index.htm),Ins8tuteofTransporta8onEngineersprovidesavarietyofinforma8onontrafficcalmingresearchandresources.ITE,ManualonUniformTrafficControlDevices(MUTCD)(hVp://mutcd.�wa.dot.gov),Ins8tuteofTransporta8onEngineers,definesstandardtrafficsignsandothertrafficcontrols.ITE(2010),DesigningWalkableUrbanThoroughfares:AContext-SensiAveApproach,AnITERecommendedPracAce,Ins8tuteofTransporta8onEngineers(www.ite.org)andCongressforNewUrbanism(www.cnu.org);atwww.ite.org/cssJohnN.Ivan,NormanW.GarrickandGilbertHanson(2009),DesigningRoadsthatGuideDriverstoChooseSaferSpeeds,Connec8cutTransporta8onIns8tute,Connec8cutDepartmentofTransporta8on(www.ct.gov);atwww.ct.gov/dot/LIB/dot/documents/dresearch/JHR_09-321_JH_04-6.pdf.PeterL.Jacobsen,F.RacioppiandH.RuVer(2009),“WhoOwnsTheRoads?HowMotorisedTrafficDiscouragesWalkingAndBicycling,”InjuryPrevenAon,Vol.15,Issue6,pp.369-373;hVp://injurypreven8on.bmj.com/content/15/6/369.full.html.RobertKahnandAllisonKahnGoedecke(2011),“RoadwayStripingasaTrafficCalmingOp8on,”ITEJournal(www.ite.org),Vol.81,No.9,pp.30-37;atwww.ite.org/membersonly/itejournal/pdf/2011/JB11IA30.pdf.KiUelsonandAssociates(2000),Roundabouts:AnInformaAonalGuide,TurnerFairbankHighwayResearchCenter,FederalHighwayAdministra8on,FHWA-RD-00-67(www.shrc.gov/safety/00068.htm).KevinJ.Krizek,etal.(2006),GuidelinesforAnalysisofInvestmentsinBicycleFaciliAes,Transporta8onResearchBoard,NCHRPReport552(www.trb.org);athVp://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_552.pdf.DanielA.Kueper(2007),“RoadDietTreatmentinOceanCity,NJ,USA,”ITEJournal,Vol.77,No.2(www.ite.org),February2007,pp.18-22.LACDPH(2011),ModelDesignManualforLivingStreets,LosAngelesCountyDepartmentofPublicHealth(www.modelstreetdesignmanual.com).W.A.LeafandD.F.Preusser(1998),LiteratureReviewonVehicleTravelSpeedsandPedestrianInjuries,Na8onalHighwayTrafficSafetyAdministra8on,USDOT(www.nhtsa.gov/people/injury/research/pub/hs809012.html).LeedsUniversity,ReviewofTrafficCalmingTechniques(www.its.leeds.ac.uk/primavera/p_calming.html)provides

informa8onontrafficcalmingtechniques.LGC(2001),TheEconomicBenefitsofWalkableCommuniAes,LocalGovernmentCommission(www.lgc.org).LGC(2007),EmergencyResponseandTradiAonalNeighborhoodStreetDesign,LocalGovernmentCommission(www.lgc.org);atwww.lgc.org/freepub/land_use/factsheets/er_streetdesign.html.RudolphLimpert(1994),MotorVehicleCrashReconstrucAonandCauseAnalysis,FourthEdi8on,MichieCompany(CharloVesville).ToddLitman(1999),TrafficCalmingCosts,BenefitsandEquityImpacts,VTPI(www.vtpi.org);atwww.vtpi.org/calming.pdf.ToddLitmanandStevenFitzroy(2005),SafeTravels:EvaluaAngMobilityManagementTrafficSafetyImpacts,VTPI(www.vtpi.org);atwww.vtpi.org/safetrav.pdf.GordonLovegroveandTerekSayed(2006),“Macro-levelCollisionPredic8onModelForEvalua8ngNeighborhoodLevelTrafficSafety,”CanadianJournalofCivilEngineering,Vol.33,No.5(hVp://pubs.nrc-cnrc.gc.ca/cgi-bin/rp/rp2_tocs_e?cjce_cjce5-06_33),May,pp.609-621.GordonLovegroveandToddLitman(2008),MacrolevelCollisionPredicAonModelstoEvaluateRoadSafetyEffectsofMobilityManagementStrategies:NewEmpiricalToolstoPromoteSustainableDevelopment,Transporta8onResearchBoard87thAnnualMee8ng(www.trb.org);atwww.vtpi.org/lovegrove_litman.pdf.WilliamH.LucyandDaivdL.Phillips(2006),Tomorrow’sCiAes,Tomorrow’sSuburbs,PlannersPress(www.planning.org);analysisofcul-de-sacsafetyimpactsisatwww.npr.org/programs/morning/features/2006/jun/culdesac/book.pdf.Metro(2003),CreaAngLivableStreets:StreetDesignGuidelinesfor2040,PortlandMetro(www.metro-region.org).EricMeyer(2001),“ANewLookAtOp8calSpeedBars,”ITEJournal,Vol.71,No.11(www.ite.org),Nov.2001,pp.44-48.SueMitchellandBenHamilton-Baillie(2011),TrafficinVillages–SafetyandCivilityforRuralRoads:AToolkitforCommuniAes,DorsetAONBPartnership(www.dorsetaonb.org.uk);atwww.dorsetaonb.org.uk/assets/downloads/Rural_Roads_Protocol/trafficinvillages-web.pdf.JeonghunMok,HarlowC.LandphairandJodyR.Naderi(2003),ComparisonofSafetyPerformanceofUrbanStreetsBeforeandAserLandscapingImprovements,UrbanStreetSymposium,TRB(www.trb.org).D.S.Morrison,HilaryThomsonandMarkPeycrew(2004),“Evalua8onOfTheHealthEffectsOfANeighbourhoodTrafficCalmingScheme”JournalofEpidemiolCommunityHealthVol.58,pp.837–840.AnneVernezMoudon,etal.(1996),EffectsofSiteDesignonPedestrianTravelinMixedUse,Medium-DensityEnvironments,WashingtonStateTransporta8onCenter,DocumentWA-RD432.1,(www.wsdot.wa.gov/ppsc/research/onepages/WA-RD4321.htm).JamesMundell(1998),“NeighborhoodTrafficCalming:SeaVle’sTrafficCircleProgram,”RoadManagement&EngineeringJournal(www.usroads.com/journals/rmej/9801/rm980102.htm).

NACTO(2012),TheUrbanStreetDesignGuide,Na8onalAssocia8onofCityTransporta8onOfficials(www.nacto.org);athVp://nacto.org/urbanstreetdesignguide-overview.JodyRosenblaVNaderi(2002),LandscapeDesignintheClearZone:TheEffectofLandscapeVariablesonPedestrianHealthandDriverSafety,DepartmentofLandscapeArchitectureandUrbanPlanning,CollegeofArchitecture,TexasA&MUniversity(hVp://swutc.tamu.edu/Reports/167425TP2.pdf).ShashiS.NambisanandVenuParimi(2007)“ACompara8veEvalua8onoftheSafetyPerformanceofRoundaboutsandTradi8onalIntersec8onControls,”ITEJournal,Vol.77,No.3(www.ite.org),March,pp.18-25.NCCHPP(2011),UrbanTrafficCalmingandRoadSafety:EffectsandImplicaAonsforPracAce,Na8onalCollabora8ngCentreforHealthyPublicPolicy(www.ncchpp.ca);atwww.ncchpp.ca/175/publica8ons.ccnpps?id_ar8cle=719.NCCHPP(2012),UrbanTrafficCalmingandHealth:ALiteratureReview,Na8onalCollabora8ngCentreforHealthyPublicPolicy(www.ncchpp.ca);atwww.ncchpp.ca/docs/ReviewLiteratureTrafficCalming_En.pdf.Thisseriesincludes:

· UrbanTrafficCalmingandRoadSafety:EffectsandImplica8onsforPrac8ce· UrbanTrafficCalmingandAirQuality:EffectsandImplica8onsforPrac8ce· UrbanTrafficCalmingandEnvironmentalNoise:EffectsandImplica8onsforPrac8ce· UrbanTrafficCalmingandAc8veTransporta8on:EffectsandImplica8onsforPrac8ce

Nelson\Nygaard(2009),AbuDhabiUrbanStreetDesignManual,AbuDhabiUrbanPlanningCouncil(www.upc.gov.ae/en/Home.aspx);atwww.upc.gov.ae/guidelines/urban-street-design-manual.aspx?lang=en-US.NMA,PosiAononTrafficCalming,Na8onalMotoristsAssocia8on(www.motorists.org/issues/engineering/nma_traffic_calming_posi8on.html),undated.PatNoyes(1998),TrafficCalmingPrimer,PatNoyes&Associates(www.patnoyes.com).IntroductoryguidetoTrafficCalming.OlivierBellefleur(2013),UrbanTrafficCalmingandHealthInequaliAes:EffectsandImplicaAonsforPracAce,Na8onalCollabora8ngCentreforHealthyPublicPolicy(www.ncchpp.ca);atwww.ncchpp.ca/175/publica8ons.ccnpps?id_ar8cle=917.OUawa(2004),AreaTrafficManagementGuidelines(Dras);Appendices,DepartmentofPublicWorksandServicesCityofOVawa(www.oVawa.ca);athVp://oVawa.ca/calendar/oVawa/citycouncil/trc/2004/10-20/ACS2004-TUP-TRF-0012%20Annex%202.pdfandhVp://oVawa.ca/calendar/oVawa/citycouncil/trc/2004/10-20/ACS2004-TUP-TRF-0012%20Appendix%20A-H.pdf.NJDOTandPDOT(2008),SmartTransportaAonGuidebook:PlanningandDesigningHighwaysandStreetsthatSupportSustainableandLivableCommuniAes,NewJerseyDepartmentofTransporta8onandPennsylvaniaDepartmentofTransporta8on(www.smart-transporta8on.com);atwww.smart-transporta8on.com/assets/download/Smart%20Transporta8on%20Guidebook.pdf.BhagwantPersaud(2000),CrashReducAonsFollowingInstallaAonofRoundaboutsintheUnitedStates,InsuranceIns8tuteforHighwaySafety(www.iihs.org).TheodoreA.Petritsch(2009),TheTruthAboutLaneWidths,PedestrianandBicycleInforma8onCenter(www.walkinginfo.org);atwww.walkinginfo.org/library/details.cfm?id=4348.

RajV.PonnaluriandPaulW.Groce(2005),“Opera8onalEffec8venessofSpeedHumpsinTrafficCalming,”ITEJournal,(www.ite.org),Vol.75,No.7,July2005,pp.26-30.PBIC,ImageLibrary(www.pedbikeimages.org),bythePedestrianandBicycleInforma8onCenter(www.walkinginfo.org)providesanextensivecollec8onofphotographsrelatedtowalkingandcycling.PTI,SlowDownYou’reGoingTooFast,PublicTechnologyIncorporated(www.p8.org/index.php/p8ee1/inside/190).Goodintroduc8ontotrafficcalming.RichardReXng,GregLuVrellandEugeneRussell(2002),PublicOpinionandTrafficFlowImpactsofNewlyInstalledModernRoundaboutsintheUnitedStates,Transporta8onResearchBoard81stAnnualMee8ng(www.trb.org).JenniferRosales(2006),RoadDietHandbook:SeangTrendsforLivableStreets,WilliamBarclayParsonsFellowshipMonograph20,ParsonsBrinckerhoff(www.pbworld.com/library/fellowship);summaryatwww.oregonite.org/2007D6/paper_review/D4_201_Rosales_paper.pdf.JenniferA.Rosales(2007),“President'sAwardforMeritinTransporta8onEngineering:RoadDietHandbook,”ITEJournal(www.ite.org),Vol.77,No.11,November2007,pp.26-41.RoundaboutsUSA(www.RoundaboutsUSA.com)providesinforma8ononroundaboutdesignandimplementa8on.SACOG(2011),CompleteStreetsResourceToolkit,SacramentoAreaCouncilofGovernments(www.sacog.org);atwww.sacog.org/complete-streets/toolkit/START.html.SchallerConsul1ng(2006),CurbingCars:Shopping,ParkingandPedestrianSpaceinSoHo,Transporta8onAlterna8ves(www.transalt.org);atwww.transalt.org/campaigns/reclaiming/soho_curbing_cars.pdf.SeaUle(1996),MakingStreetsthatWork,CityofSeaVle(www.ci.seaVle.wa.us/npo/tblis.htm).Handbookforresidentsdescribeshowtorequestvariousstreetimprovements,includingTrafficCalming.SmartGrowthNetwork,GeangToSmartGrowth:100PoliciesforImplementaAon,SmartGrowthNetwork(www.smartgrowth.org)andInterna8onalCity/CountyManagementAssocia8on(www.icma.org),2002.LenaSmidfeltRosqvist(2007),VehicularEmissionsAndFuelConsumpAonForStreetCharacterisAcsInResidenAalAreas,TrafficPlanning,DepartmentofTechnologyandSociety,LundUniversity,Sweden(www.st.lth.se);atwww.lth.se/fileadmin/st/dok/KFBkonf/1R_Smidfelt.PDF.TimothyS1llingsandIanLockwood(2001),WestPalmBeachTrafficCalming:TheSecondGeneraAon,Transporta8onResearchBoardCircularE-C019:UrbanStreetSymposium(www.nas.edu/trb/publica8ons/ec019/ec019_i5.pdf).ThomasB.Stout,etal(2006),“SafetyImpactsof‘RoadDiets”inIowa,”ITEJournal,vo.76,No.12(www.ite.org),December2006,pp.24-27.JackStusterandCoffman,Zail(1998),SynthesisofSafetyResearchRelatedtoSpeedandSpeedLimits,FHWA-RD-98-154FederalHighwayAdministra8on(www.shrc.gov/safety/speed/speed.htm).PeterSwiZ,DanPainterandMaVhewGoldstein(2006),ResidenAalStreetTypologyandInjuryAccidentFrequency,Swi[andAssociates,originallypresentedattheCongressfortheNewUrbanism,1997;athVp://massengale.typepad.com/venustas/files/Swi[SafetyStudy.pdf.

TAC(1999),CanadianGuideToTrafficCalming,Transporta8onAssocia8onofCanada(www.tac-atc.ca).ComprehensiveguidetoTrafficCalmingfortransporta8onplannersandengineers.CarolH.Tan(2011),“GoingOnARoadDiet:LaneReduc8onCanIncreaseSafetyForPedestrians,Bicyclists,AndMotoristsWhileImprovingTheQualityOfLifeInDowntownsAcrossTheCountry,”PublicRoads,U.S.FederalHighwayAdministra8on(www.�wa.dot.gov);atwww.�wa.dot.gov/publica8ons/publicroads/11septoct/05.cfm.TGM(2000),NeighborhoodStreetDesignGuidelines;AnOregonGuideforReducingStreetWidths,Transporta8onandGrowthManagementProgram(www.lcd.state.or.us/tgm/pub/pdfs/neigh_st.PDF).TrafficCalmingWebsite(hVp://mn-traffic-calming.org),bytheMinnesotaLocalRoadResearchBoardprovidesinforma8onontrafficcalmingplanningandevalua8on.UTTIPEC(2009),PedestrianDesignGuidelines:Don’tDrive…Walk,DelhiDevelopmentAuthority,NewDelhi(www.uypec.nic.in);atwww.uypec.nic.in/PedestrianGuidelines-30Nov09-UTTPEC-DDA.pdf.TomVanderbilt(2008),Traffic:WhyWeDriveTheWayWeDo(AndWhatItSaysAboutUs),Vintage(www.howwedrive.com).WalkableCommuni1es(www.walkable.org)helpscreatepeople-orientedenvironments.AshaWeinsteinandElizabethDeakin,“HowLocalJurisdic8onsFinanceTrafficCalmingProjects,”TransportaAonQuarterly,Vol.53,No.3,Summer1999,pp.75-87.VickyFengWeiandGordLovegrove(2010),“SustainableRoadSafety:ANew(?)NeighbourhoodRoadPaVernThatSavesVRU(VulnerableRoadUsers)Lives,”AccidentAnalysis&PrevenAon(www.sciencedirect.com/science/journal/00014575).ThomasWelch(2001),TheConversionofFour-LaneUndividedUrbanRoadwaystoThree-LaneFaciliAes,Transporta8onResearchBoardCircularE-C019:UrbanStreetSymposium(www.trb.org).WSDOT(2010),CommunityPlanningAndDevelopment,WashingtonStateDepartmentofTransporta8on(www.wsdot.wa.gov);atwww.wsdot.wa.gov/LocalPrograms/Planning.WSDOT(2011),Washington’sCompleteStreetsandMainStreetHighways:CaseStudyResource,CommunityPlanningandDevelopment,WashingtonStateDepartmentofTransporta8on(www.wsdot.wa.gov/LocalPrograms/Planning)atwww.wsdot.wa.gov/NR/rdonlyres/A49BBBE7-16BC-4ACE-AF2B-3C14066674C9/0/CompleteStreets_110811.pdf.CharlesV.Zegeer,RichardStewart,ForrestCouncilandTimothyR.Neuman(1994),“AccidentRela8onshipsofRoadwayWidthonLow-VolumeRoads,”TransportaAonResearchRecord1445(www.trb.org),pp.160-168.CharlesZegeer,etal(2002),PedestrianFaciliAesUserGuide:ProvidingSafetyandMobility,PedestrianandBicycleInforma8onCenter(www.walkinginfo.org),HighwaySafetyResearchCenter,FederalHighwayAdministra8on,Publica8onFHWA-RD-01-102.CharlesZegeer,etal.(2004),“SafetyEffectsofMarkedVersusUnmarkedCrosswalksin30Ci8es,”ITEJournal,Vol.74,No.1,January2004,pp.34-41;alsoavailableattheUniversityofNorthCarolinaHighwaySafetyResearchCenter(www.walkinginfo.org/rd/devices.htm),2001.

This Encyclopedia is produced by the Victoria Transport Policy Institute to help improve understanding of Transportation

Demand Management. It is an ongoing project. Please send us your comments and suggestions for improvement.

VTPIHomepage

EncyclopediaHomepage

SendComments

Victoria Transport Policy Institute

www.vtpi.org info@vtpi.org1250 Rudlin Street, Victoria, BC, V8V 3R7, CANADA

Phone & Fax 250-360-1560“Efficiency - Equity - Clarity”

#4