TRAFFIC CALMING GUIDELINES - NEITE

TRAFFIC CALMING GUIDELINES

Prepared by

NEW ENGLAND SECTION, ITE TECHNICAL COMMITTEE

For the

MASSACHUSETTS HIGHWAY DEPARTMENT

November, 2000

TABLE OF CONTENTS

INTRODUCTION PAGE

1. Purpose of this Guideline 12. Goals of Traffic Calming 23. Traffic Calming Objectives 2

THE PLANNING PROCESS

1. Initiate the Study 32. Identify Problems and Issues 33. Develop a Plan 44. Review the Process 55. Implement the Plan 5

TRAFFIC CALMING – DEFINITION OF DEVICES

1. Vertical Shifts 62. Horizontal Shifts 73. Route Alteration 8

DESIGN CONSIDERATIONS

1. Safety 102. Maintenance 103. Emergency Vehicles 104. Diversions to Other Residential Streets 105. Self Enforcement 106. Drainage 107. Costs/Financing 118. Funding Source Issues 11

APPLICABILITY OF TRAFFIC CALMING DEVICES 12

APPENDICES 16

List of Traffic Calming Sources 16Acknowledgements 17

INTRODUCTION

Traffic calming, as a proactive action taken by acity or town, can protect neighborhood roadwaysfrom traffic diverted from congested arterials.The purpose of Traffic Calming is to “Keep theArterial Traffic on the Arterial Streets, andKeeping the Local Streets for Local Traffic.” Toachieve this purpose, traffic calming is a strategyto introduce self-enforcing capacity and speedreduction on the neighborhood roads. The objec-tive is to make the arterial more appealing thanthe local road to the transient motorist. Whilethere may be exceptions, traffic calming isintended for roadways functionally classified aslocal or collector. Traffic calming proposals forarterials will generally meet resistance for bothapproval and state funding sources.

Most motorists and truck drivers will stay onarterials until the level of congestion makes thearterial slower than local roads, even with theirinherent narrower rights of way and on-streetparking. Thus all traffic calming plans shouldattempt to identify the problem that causes arteri-al traffic to divert to neighborhood roads.Correcting the root cause of the congestion isoften easier than correcting the symptom ofexcessive arterial traffic penetrating the neighbor-hoods. The traffic calming proposal should alsoaddress the surrounding neighborhood and trans-portation system, not just the affected street.Without this comprehensive areawide approach,traffic will simply move from one local street toanother.

As important as determining the root cause of thecongestion and taking a neighborhood approachto addressing transportation issues is the need toseek professional advice. The services of a quali

fied professional engineer (PE) are needed atleast before the implementation of traffic calming devices, and preferably from the project planningstage. As with any transportation improvementplan, liability issues can arise, so it is advanta-geous to have a design by a PE. Drainage issues,for example, can result from ill-designed traffichumps that can cause ice in the winter and pond-ing in the summer. State funds for implementa-tion of any traffic calming plan can not besecured unless the advice of a qualified PE hasbeen included in the traffic calming process.

Traffic calming should be viewed as the develop-ment of a final "plan" that would include suchcomponents as:

• Providing education and understanding of trafficcalming (local awareness);

• Documenting problems/assessing needs;• Developing preferences;• Setting policies; and• Organizing the process/plan

Traffic calming is an excellent tool. It canenhance the quality of life in neighborhoods aswell as achieving the basic premise of trafficcalming: "Keep the arterial traffic on the arterials,and local traffic on the local roads."

1. Purpose of this Guideline

The purpose of this document is to provide anintroduction to a wide array of traffic calmingtechniques to municipal officials. The Guidelineillustrates the applicability of these techniques tovarying conditions. The Guideline is not meantto replace the need for proper planning, design

ITE New England Section Traffic Calming Page 1

TRAFFIC CALMING GUIDE

and construction. Rather, public officials candetermine if the tools presented in these guide-lines apply to their situation, and then choose aproper course of action.

2. Goals of Traffic Calming

It is important to review the goals of the trafficcalming plan as an initial step in this process.Well thought out goals, community participationand professional assistance are the key compo-nents to the traffic calming process. Some ofthese goals include:

• Improving the quality of life;

• Reducing impacts of motor vehicles on local roads;

• Creating safe and attractive streets; and

• Creating a friendly environment for pedestrians

and bicyclists.

3. Traffic Calming Objectives

The following are examples of some objectivesthat may be achieved by traffic calming:

• Increase the level of respect for non-motorists;

• Create a feeling of safety for all users and abutters;

• Improve safety and convenience for all users;

• Reduce accidents;

• Reduce noise;

• Provide space for non-traffic uses;

• Enhance street appearance;

• Reduce vehicular speed;

• Reduce the need for police enforcement;

• Eliminate/reduce cut through traffic; and

• Reduce truck activity

Some traffic calming techniques and plans willnot achieve all of these objectives and some maycontradict each other. The objectives should beassembled and evaluated as part of the goal set-ting agenda and the local awareness campaign.


THE PLANNING PROCESS

A traffic calming plan needs a structured planningprocess and consultation with all relevant authori-ties. The planning process for a traffic calmingplan is complex and also requires significant pub-lic participation because the project is probablybeing undertaken in response to the needs of thecommunity. Traffic calming is more than simplyproviding a technical solution to a specific trafficproblem. It is an interaction between land use,transportation, and community needs.

The following steps are provided as a guide for atraffic calming planning process. The planningprocess may consist of the following stages.

• Initiate the Study

• Identify Problems and Issues

• Develop a Plan

• Review the Process

• Implement the Plan

1. Initiate the Study

It is important that activities undertaken at thebeginning of a traffic calming study determinewhether or not the resulting plan will be success-ful. At study initiation the study team should:

• Identify the need for a traffic calming study.The need for study can be identified in a varietyof ways. In many communities, neighborhoodresidents or organizations initiate studies inresponse to requests. Where this is the case, aformal initiation policy and process is desirable toensure that requests are addressed consistentlyand objectively. Some studies are initiated as aresult of ongoing monitoring efforts by municipalstaff in communities where established trafficcalming programs exist. As important as deter-mining a real problem is the need to identify aperceived problem that should not be addressed

through traffic calming techniques.

• Establish an Advisory Committee. AnAdvisory Committee that includes communityrepresentatives should be established to effective-ly involve the community. It is highly recom-mended that representatives of the local policeand fire departments be included on the AdvisoryCommittee. The role and responsibilities of anAdvisory Committee must be clearly defined.

• Define the study scope and study area. Aclearly defined study area should be establishedbefore the study team proceeds. This helps toensure that key objectives, constraints, deliver-ables and points of public contact are identifiedand agreed upon in advance.

• Develop a Team. Depending on the extent andnature of the traffic calming study, it may bedesirable to form a team. The team may consistof the municipality, the Advisory Committee anda qualified professional engineer with expertise intraffic calming to assist with the work.

• Meet with the team. A study initiation meetingamong the team, the Advisory Committee and themunicipal staff should be held to ensure that allparties are satisfied with and aware of the issuesand scope of work. All financial and organiza-tional matters should be discussed and clarifiedbefore the project proceeds. Based on this meet-ing, the team should develop a detailed work pro-gram, schedule and budget for the overall project.

2. Identify Problems and Issues

It is important that any deficiencies be identifiedand documented through the Problems and IssuesIdentification Process. It is equally useful todetermine that no problem appropriate for a traf-


fic calming measure exists. In order for thisprocess to be successful, the study team should:

• Hold community events. Community eventsare typically held at the outset of the study toidentify and clarify the issues to be addressed andto explain the study process to the community.Early public involvement is critical to the successof the project.• Collect data. Data should be collected toidentify, confirm and quantify the extent of anyproblems. This information will be used to identi-fy appropriate traffic calming measures, and toestablish "before" conditions for subsequent mon-itoring of the implemented plan. The datarequired typically includes traffic volumes, speeddata , accident data and other material of thistype.

• Quantify problems. Based on an analysis of thecollected data, quantify the magnitude of reportedproblems (e.g. the number of vehicles per hour orper day), the duration of the problem (e.g. peakperiods or all-day), the direction and route of traf-fic, and other key characteristics. This informa-tion will be used to identify potential traffic calm-ing measures. If the problem extends into neigh-boring communities, contact and coordinationmust be made and maintained with that group.

3. Develop a Plan

Once the problems and issues have been identi-fied and quantified, the next stage of the studyinvolves developing the traffic calming plan. Theexact manner of the Plan development will varyfrom town to town. The following steps present aframework for a successful plan:

• Examine arterial streets. Prior to consideringtraffic calming, traffic operations on adjacentarterial streets should be examined to ensure that

there are no operational problems or deficiencies,which might be contributing to traffic concerns inthe neighborhood. If there are any, identify pos-sible modifications to the adjacent arterial streetnetwork to eliminate or reduce traffic problemson neighborhood streets. In this way, the trafficcalming planning process can reach its objectiveby developing improvements on arterial streetsthat obviate the need for further neighborhoodtreatments.• Examine neighborhood streets. Also considerthe effects of traffic calming measures on adja-cent streets to ensure that problems would beeliminated or minimized, and would not simplybe shifted from one location to another. Confirmthat all measures would work together to achievethe desired balance between safety, residentialaccess, cost and acceptable traffic conditions.

• Review and select potential traffic calmingmeasures. Potential measures should be selectedusing the information presented in the Definitionof Devices section. Use this section to identifyall traffic calming measures that could achievethe desired result(s) in the study location. Thenuse Tables 1-3 to assess the applicability of thesetraffic calming measures. The implications of aspecific measure might be undesirable or inappro-priate for a particular location, and consequentlythe measure should not be considered. For exam-ple, a full street closure would eliminate throughtraffic entirely, but might also significantlyrestrict local access for residents, businesses andemergency vehicles. If local access were consid-ered important at this location, then a full closurewould not likely be appropriate.

• Develop alternative traffic calming plans. It isimportant that more than one alternative trafficcalming plan be developed for a project.Combining several traffic calming measures intoone comprehensive traffic calming plan can be aneffective way to solving transportation problems.


• Hold a community meeting to discuss alterna-tive traffic calming plans. Meetings with thecommunity as a whole should be held to presentthe alternative traffic calming plans and solicitinput and comment from all affected and interest-ed parties. Groups to be consulted include nearbyresidents and businesses, and emergency andmaintenance service providers.

• Evaluate the alternatives and select the recom-mended traffic calming plan. Evaluate the alter-native traffic calming plans based on the criteriaidentified in Tables 1-3. Based on this evalua-tion, select the preferred alternative for furtherdesign development.

• Present the recommended traffic calming plan.Upon completion of the technical and publicreview of the alternative plans, present the recom-mended plan to the public at an open house orother appropriate forum. The forum should pro-vide the opportunity for the team to receive inputand address questions/comments from the publicabout the features of the recommended trafficcalming plan.

• Develop an implementation strategy. Once thedraft final plan is confirmed, prepare cost esti-mates and identify priorities, timing and stagingof implementation.

• Finalize report and submit the Final Plan forapproval. Prepare the Draft version of the Plan,incorporate relevant comments from reviewingparties and then submit the Final Plan forapproval to the respective authorities.

4. Review the Process

The review process will vary, depending on own-ership of the roadway being considered for trafficcalming. Local roads require review andapproval by local government officials, as well as

police, fire and maintenance departments. If,however, state funding is to be used for trafficcalming on local roads, additional approval willbe required from the state. Plans developed onall state roads will also require review andapproval by the State. Whatever the process, it isimportant to communicate with all relevant par-ties before implementation of the plan.

Unfortunately some municipalities had to aban-don traffic calming plans shortly after construc-tion because the review process was not complet-ed, alienating some parties before the plan wasgiven a chance to be successful.

5. Implement the Plan

After the traffic calming plan has been reviewedand approved by the affected parties, the finalstage involves design, implementation and moni-toring. Implementation of the plan involves thefollowing process:

• Prepare designs. Design should be based onbest available current practices.

• Implement measures. Budget and constructthe traffic calming measures. Where appropriate,implement measures on a temporary or trialbasis for a predetermined time, to confirm thatthey are effective in addressing identified prob-lems, prior to constructing the measures on a per-manent basis. Using temporary measures pro-vides an opportunity to modify the configurationor location of a device without incurring signifi-cant costs.

• Once the predetermined test period is over, thetemporary measures should be permanentlyinstalled.


TRAFFIC CALMING

DEFINITION OF DEVICES

1. Vertical Shifts

Raised Crosswalk – A flat-topped speed hump,marked as a crosswalk, that extends curb to curb.

Raised Crosswalk

Raised Intersection – A flat area covering theintersection of two or more streets, generallyraised to the sidewalk level with ramps on allapproaches. (Also called an intersection hump orplateau.)

Raised Intersection

Speed Bump – A rounded raised mound of pave-ment, approximately 3 to 6 inches high and 1 to 3feet wide, placed across a roadway, which causesa jolt to the vehicle and its operator. This is notconsidered an acceptable traffic calming deviceon public roads.

Speed Bump

Speed Hump – A rounded raised mound of pave-ment, approximately 4 inches high and 12 feetwide, placed across a street.

Speed Hump

Speed Table – A flat topped speed hump, whichextends from curb to curb, constructed with brickor other textured paving materials. (Also calledspeed platform or trapezoidal speed hump.)


2. Horizontal Shifts

Chicane – Alternately placed chokers, parkingbays, or other barriers into the street, which causemotorists to alter their travel path. (Also calledserpentine.)

Chicane

Choker – A narrowing of a street at an intersec-tion, mid-block, or on a segment of a street inorder to reduce the width of the traveled way (toeither two narrow lanes or a single lane) by con-struction of a sidewalk or landscape buffer. (Alsocalled mid-block narrowing, pinch point, bulbout, or constriction.)

Choker

Half Closure – A physical barrier, generallyplaced at an intersection, which prohibits trafficin one direction on an otherwise two-way street.(Also called partial closure or one-way closure.)

Mid-Block Island – A physical device located ona segment of a street in order to reduce the widthof the traveled way and provide a refuge forpedestrians. (Also called center island narrowing,median slow point or median choker.)

Mid-Block Island

Narrowing Lanes – Pavement markings orreduced pavement used to create lanes whosewidth is uniform, but less than typical.

Neckdown – Narrowing of a street at an intersec-tion to reduce the width of the traveled way bywidening of a sidewalk or landscape buffer.(Also called curb extension, knuckle or intersec-tion narrowing.)

Neckdown


On-Street Parking – Permitting vehicles to parklegally on a street in order to reduce the width ofthe travel way and define the entrance into a cen-tral business district.

On-Street Parking

3. Route Alteration

Cul-de-Sac – A street closure which includesconstruction of a turn-around area.

Diagonal Diverter – A barrier placed betweenopposite corners of an intersection, prohibitingthrough traffic. (Also called full diverter or diag-onal road closure.)

Diagonal Diverter

Gateway – A median island or other vertical treat-ment located at the entrance to a neighborhood,often combined with textured pavement and land-

scape features.

Median Barrier - A physical barrier along thecenter of a street through an intersection whichprohibits left turns and through traffic from theintersecting street. (Also called median diverteror island diverter.)

One-Way Street – A street designated for travel ina single direction only.

One-Way Street

Semi Diverter – A physical barrier which pro-hibits one or more traffic movements at an inter-section or on a street, while not completely clos-ing the street.

Semi-Diverter

Street Closure – A physical barrier across astreet, which prohibits through traffic, usuallyleaving sidewalks and bicycle paths open. (Alsocalled full closure or dead end.)


Traffic Circle – A small raised island located inthe center of a local street intersection aroundwhich traffic circulates, with approaches typicallyunder yield control.

Traffic Circle

Roundabout – A circular island and associatedapproach treatments located at the intersection oftwo or more higher volume streets that willassign right-of-ways among competing trafficmovements. Those in the roundabout have right-of-way over the entering traffic.

Roundabout

Woonerf – A local street treatment that guidesvehicular traffic through a low speed, multi-use,landscaped environment.

Woonerf



DESIGN CONSIDERATIONS

1. Safety

Perhaps the most controversial aspect of TrafficCalming is safety. Some of the sacred principlesof traffic engineering (wider roads, straighteralignments improved slight distances) seem to beincongruous with the techniques prescribed bytraffic calming advocates. Often the neighbor-hood’s desire to enhance safety by implementinga traffic calming plan are in conflict with munici-pal services, such as fire or police departmentsresponse times. To date, collision data on trafficcalming devices are positive but not comprehen-sive. It is safe to say that most transportationprofessionals will agree that slower traffic, withless conflicts and attentive drivers may result infewer and less severe accidents.

Safety for all street users can be improved whentraffic calming measures are appropriately locatedand designed to address identified problems.Where a traffic calming measure would unreason-ably compromise safety for any segment of thetravelling public, the measure should not be used,even if it might provide some benefits. In thesecases, a more appropriate solution can often beused which would not result in potential safetyproblems.

2. Maintenance

Some traffic calming measures result in increasedmaintenance activities for a community or neigh-borhood and should be addressed on a site specif-ic basis. For example, devices which requirelandscaping treatments, or changes to the road-way pavement (e.g. speed humps, raised intersec-tions and textured pavements) have been cited asrequiring an increased maintenance activity.Specific maintenance concerns include snowremoval and storage; street sweeping; drainage;debris build-up; water ponding and ice formation,

and potential damage to roadway surfaces or curbing.

3. Emergency Vehicles

Emergency response times should be a majorconcern of any traffic calming proposal.Unfortunately, traffic calming devices that reduceoverall vehicular speeds can impact emergencyvehicles by increasing response times.

At a minimum, traffic calming measures that areaimed at speed reduction should not be installedon primary emergency routes or adjacent to keyemergency response facilities such as fire sta-tions, hospitals, etc. The key ingredient to a suc-cessful traffic management program is communi-cation. Key members of the local emergencyresponse teams should be part of the planningprocess for all traffic calming proposals.

4. Diversions to Other Residential Streets

Traffic Calming measures aimed at reducing thevolume of through traffic or non-essential trafficwithin a neighborhood should be evaluated on anareawide basis. Estimates of the percentage oflocal and through trips should be obtained beforeany traffic calming measure is implemented to aidin the evaluation of diversion potential.

5. Self Enforcement

Standard traffic control devices rely primarily onvoluntary compliance or enforcement by lawenforcement officials. By contrast, traffic calm-ing devices rely on laws of physics and are pri-marily intended to be self-enforcing.

6. Drainage

When introducing medians, raised islands, andhorizontal or vertical shifts to provide trafficcalming, care should be taken to not disrupt

final placement sites; paper or painted lines thatare used rather than thermoplastic lines; anddeferral of landscaping effort – all to save costsshould the plan not gain public acceptance.Temporary measures should be designed withconsideration to the appearance of such devicesto avoid an unsightly environment.

8. Projects funded with MassHighway Funds

Any state funded highway projects must meetMassHighway, MUTCD and ASSHTO designstandards. As is the current practice, Chapter 90projects must self certify that the project is incompliance with state and federal standards.Projects using other state funds and Federal fundsmust be reviewed and approved as complyingwith state and federal standards by MassHighway.This could involve obtaining formal approval ofdesign exceptions when applicable MassHighwayand ASSHTO standards are not met.


runoff paths to drainage structures. When thisdisruption cannot be avoided, additional drainagestructures should be provided and integrated intothe existing drainage system. Otherwise, flood-ing and ice formation will occur, creating haz-ardous driving and walking conditions. A quali-fied engineer should review plans that wouldimpact highway drainage.

7. Costs/Financing

Installation (i.e., construction) of a traffic calmingplan is the most obvious costs. There are, howev-er, several other costs to be considered, includingmaintenance of traffic during construction, ongo-ing upkeep, user/travel costs, replacement andrestoration costs. These additional costs shouldbe considered and estimated before going forwardwith a new traffic calming project.

Responsible authorities should consider thelength of time the planned layout will be effectiveand desirable when choosing the materials andmethods of installation used. They should alsomake it clear who should share the burden of ini-tial and ongoing costs.

Prior to commitment of all financial resources tothe final traffic calming plan, many projects havebeen implemented on a trial basis to ensure thatthe intended results actually occur and that thereare no unforeseen adverse consequences.Sometimes plans fail to achieve their intendedresults and have to be abandoned. Thus mostplans are tested with temporary devices, minimiz-ing any expenses to restore the roadway to itsprevious condition.

During the trial period, low cost, movable andeasily disposable substitute materials and featurescan be used rather than the permanent features.Examples of this approach include: barrels, sand-bags and bituminous curbs that are used ratherthan granite and concrete curbs; signs that areplaced in moveable buckets rather than in their

APPLICABILITY OFTRAFFIC CALMING DEVICES

While a generic understanding of traffic calmingis useful, it is also important to understand theproper application of each calming device toachieve the desired effect. Tables 1-3 provide asummary of each device and an index of theappropriate use for to effect reductions in speed,volume and truck traffic, respectively. An indexis assigned for arterial, collector and local road-way classifications. CAUTION: the index is pro-vided as a guide, but engineering judgementand specific conditions require that each casebe evaluated individually.

Descriptions of the type of service provided byeach roadway classification, as contained in theAmerican Association of State Highway andTransportation Officials (AASHTO) publication,A Policy on Geometric Design of Highways andStreets, are provided for additional guidance.

Arterial – Provides the highest level of service atthe greatest vehicle speed for the longest uninter-rupted distance.

Collector – Provides a less highly developed ser-vice at a lower speed for shorter distances.Collects traffic from local roads and funnels it toarterials.

Local – Provides access to abutting land with lit-tle or no through movement. Consists of allroads not defined as arterials or collectors.

Functional classification designations for roadsare available from each state. FHWA requiresthat public roads be functionally classified. Theclassification is not based upon abutting landuses, rather on how the roadway serves themotoring public. Every public road inMassachusetts has been functionally classified.


The Massachusetts Highway Bureau ofTransportation Planning and Development canprovide this information to any city of townrequesting it. Traffic calming plans on roads witha functional classification of arterial or higherwill meet resistance in the state review process.

Traffic calming is a technique used to impact dri-ver behavior on behalf of neighborhood residents.While this technique provides many options forlocal officials to implement, public consensusmust be gained and maintained before any plan isimplemented. Using a comprehensive planningprocess, design completed by a qualified engi-neering professional, and careful consideration ofpotential negative impacts of traffic calmingdevices, officials can improve the quality of lifein a neighborhood and encourage use of non-motorized transportation modes.


TABLE 1

APPLICABILITY OF TRAFFIC CALMING DEVICES

- SPEED REDUCTION

DEVICE ROADWAY CLASSIFICATION

Vertical Shifts Arterial Collector Local

1. Raised Crosswalks / Speed Table N/A MOD HIGH

2. Raised Intersections N/A MOD HIGH

3. Speed Humps N/A LOW HIGH

Horizontal Shifts Arterial Collector Local

1. Chicanes / Serpentines N/A LOW MOD

2. Chokers (Mid-Block or Segment) N/A LOW MOD

3. Half Closure N/A N/A LOW

4. Mid-Block Island N/A LOW LOW

5. Lane / Pavement Narrowing N/A LOW MOD

6. Neckdown / Curb Extension (Intersection) N/A LOW MOD

7. On-Street Parking Treatments LOW LOW MOD

Route Alterations Arterial Collector Local

1. Cul-de-sac N/A N/A N/A

2. Diagonal Diverter / Full Diverter N/A N/A N/A

3. Gateway N/A LOW LOW

4. Median Barrier / Island Diverter N/A N/A N/A

5. One-Way Streets N/A N/A N/A

6. Semi-Diverters N/A N/A N/A

7. Street Closure (Full Closure / Dead End) N/A N/A N/A

8. Traffic Circles / Roundabouts N/A MOD HIGH

9. Woonerf N/A N/A LOW


TABLE 2


- VOLUME REDUCTION



1. Raised Crosswalks / Speed Table N/A LOW MOD

2. Raised Intersections N/A LOW LOW

3. Speed Humps N/A N/A LOW


1. Chicanes / Serpentines N/A LOW HIGH

2. Chokers (Mid-Block or Segment) N/A LOW MOD

3. Half Closure NA LOW MOD

4. Mid-Block Island N/A LOW MOD

5. Lane / Pavement Narrowing N/A N/A MOD

6. Neckdown / Curb Extension (Intersection) N/A LOW LOW

7. On-Street Parking Treatments N/A LOW HIGH


1. Cul-de-sac N/A N/A HIGH

2. Diagonal Diverter / Full Diverter N/A N/A HIGH

3. Gateway N/A LOW MOD

4. Median Barrier / Island Diverter N/A LOW HIGH

5. One-Way Streets N/A N/A MOD

6. Semi-Diverters N/A N/A HIGH

7. Street Closure (Full Closure / Dead End) N/A N/A HIGH

8. Traffic Circles / Roundabouts N/A LOW LOW

9. Woonerf N/A N/A HIGH


TABLE 3


- TRUCK TRAFFIC REDUCTION



1. Raised Crosswalks / Speed Table N/A LOW MOD

2. Raised Intersections N/A LOW MOD

3. Speed Humps N/A N/A MOD


1. Chicanes / Serpentines N/A N/A HIGH

2. Chokers (Mid-Block or Segment) N/A MOD HIGH

3. Half Closure N/A N/A HIGH

4. Mid-Block Island N/A N/A LOW

5. Lane / Pavement Narrowing N/A N/A MOD

6. Neckdown / Curb Extension (Intersection) N/A LOW HIGH

7. On-Street Parking Treatments LOW MOD HIGH


1. Cul-de-sac N/A N/A HIGH

2. Diagonal Diverter / Full Diverter N/A N/A HIGH

3. Gateway N/A N/A N/A

4. Median Barrier / Island Diverter N/A N/A MOD

5. One-Way Streets N/A N/A MOD

6. Semi-Diverters N/A LOW HIGH

7. Street Closure (Full Closure / Dead End) N/A N/A HIGH

8. Traffic Circles / Roundabouts N/A LOW HIGH

9. Woonerf N/A N/A MOD


LIST OF TRAFFIC CALMING SOURCES

1. Traffic Calming for Communities – FHWA website with goals and objectives.

2. Calming Boston’s Traffic – Presented by WalkBoston at joint BSCES/WTS meeting, March 11,

1999.

3. Neighborhood Traffic Control – North Central Section, ITE.

4. Victorian Code for Residential Development.

5. Sunnyvale’s Approach to the Old Challenge of Neighborhood Traffic Calming – Mohle, of Hank

Mohle & Assoc, presented at 1997 ITE Annual Meeting.

6. End to Menlo Park’s Traffic Calming Wars? – Smith and Dey.

7. Calming of Roads with More than 7,000 Vehicles per Day – Jud, presented at 1997 ITE Annual

Meeting.

8. Traffic Calming, the Helpful Band-Aid, in Virginia When the State DOT is 100+ Local DPW.

9. Sustainable Solutions to Improve Road Safety in the Netherlands – Wegman and Elsenaar.

10. Traffic Calming Policy and Devices, Policy for Use of Traffic Calming on City Streets, City of

Fairfax, VA.

11. The Impact of the Modern Roundabout on North American Traffic Circulation, Modal Choice,

Sustainable Development and Land Use.

12. NY DOT Highway Design Manual, Chapter 25 – Traffic Calming.

13. City of Cambridge, Berkshire and York Streets Traffic Calming Project Evaluation.

14. A Traffic Calming Toolbox – A Technical Resource Developed for the South Western Region of

Connecticut.

15. Residential Traffic Management Program – VDOT.

16. MUTCD, Part 13: Local Area Traffic Management, Australian Standard.

17. TM 13 – Installation of Road Humps and Roundabouts in the Code of Practice for the Installation

of Traffic Control Devices in South Australia.

18. Safer Roads – A Guide to Road Safety Engineering – KW Ogden.

19. Take Back Your Streets – How to Protect Communities from Asphalt and Traffic, Conservation

Law Foundation.

20. Evaluating Traffic Calming Benefits, Costs and Equity Impacts.

21. Use of Pavement Markings to Reduce Excessive Traffic Speeds on Hazardous Curves.

22. A Traffic Calming Toolbox – A Technical Resource Developed for the South Western Region of

Conn, Ford, Court and Prosi.

23. A Policy on Geometric Design of Highways and Streets, AASHTO.

24. Roundabouts: An Informational Guide, FHWA Pub No. FHWA-RD-00-067

25. Flexibility in Highway Design, FHWA Pub No. FHWA-PD-97-062


INSTITUTE OF TRANSPORTATION ENGINEERS

NEW ENGLAND SECTION - TECHNICAL COMMITTEE

Massachusetts Highway Department HDR Engineering, Inc.

• Charles F. Sterling • Kenneth Petraglia, Chairman• Neil Boudreau• William Bent Highway & Traffic Signal Design, Inc.

Central Transportation Planning Staff • Rodney Emery• Scott Galbraith

• Efi Pagitsas • Kevin Johnson

Merrimac Valley Planning CommissionIndependent

• James Terlizzi• Steve Kaiser

Louis Berger & AssociatesRizzo Associates

• Christa Crane• Erik Maki

Edwards and KelceySverdrup Civil, Inc.

• Paul Martin• Walter Freeman

Fay, Spofford & Thorndike, Inc. • Kien Ho

• John Mirabito TEPP LLC• Gary Hebert

• Kim HazarvartianHayden Wegman, Inc.

Vanasse & Associates, Inc.• Peter Vasiliou• Rob Cahoon • Scott Thornton

Report design and preparation by Carol G. Bent, Central Transportation Planning Staff

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