traffic calming - civicweb

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

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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.

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