Escolar Documentos
Profissional Documentos
Cultura Documentos
Introduction..2
Design Considerations.2
Vertical Deflections......5
Raised Crosswalk and Raised Intersection5
Sidewalk Extension.. 9
Textured Crosswalk..11
Speed Hump..11
Horizontal Deflections.13
Chicane..13
Lateral Shift...16
Curb Extension......16
Center Island Narrowing...19
Curb Radius Reduction.19
Neckdown 21
Choker......21
On-Street Parking.22
Raised Median Island...24
Traffic Circle25
Roundabout......28
Obstructions...29
Directional Closure..29
Diverter....32
Full closure..35
Intersection Channelization.....37
Median through an Intersection...39
Right In/Right Out Island....41
Traffic Calming Signs...43
Signs....43
Speed Hump sign.....43
Traffic Calmed-Neighbourhood sign...44
Appendix A.45
Glossary..46
Bibliography. .48
Design Considerations
There are many general considerations that need to be addressed when designing
any traffic calming measure.
Grades: Maximum and minimum grades are put into place in order to minimize
vehicle damage, loss of vehicle control, and reduce potential road or property
maintenance due to problems such as poor drainage that could arise from traffic
calming measures. An example of a minimum grade is raised crosswalks or
raised intersections having at least a 1% cross slope for drainage purposes.
Maximum grade must be considered when looking at implementing a vertical
deflection on a sloped road. For example, the maximum grade for implementing
a speed hump is 8%; anything more than this is thought to be potentially
hazardous to a driver because of the high transition slope between the speed
hump and the road.
Long wheelbase and Emergency Vehicles: Knowledge of emergency vehicle
routes and primary street usage must be acquired before implementing certain
traffic calming measures because of the large turning radii of these vehicles.
Many horizontal street calming measures such as traffic circles, chicanes, lateral
shifts, and directional closures can be impassable for certain large vehicles, and
therefore should be limited to residential use. Another option to accommodate
large vehicles is using a mountable rolled curb around the perimeter of the
horizontal measure.
Ease of Passage for Other Street Users: Any traffic calming measure which
sacrifices the safety and general use of the street to cyclists or pedestrians should
not be implemented. Compatibility of street calming measures to other street
users can often be accomplished fairly easy. For example, when implementing a
speed hump, passage for bicycles can be obtained by leaving sufficiently wide
gaps in the speed hump near the side of the street. Similarly, any street closure
should include a walkway or path so it is still possible for pedestrians to access
the neighbouring street.
R=V2
15 (e + f)
Superelevation rate
The superelevation rate is negligible in almost all urban areas. The side-friction
factor is based on safety against skidding and level of discomfort, and can be determined
from graphs and tables in the American Association of State Highway and Transportation
Officials (AASHTO) A Policy on Geometric Design of Highways and Streets. The
calculations of the curve radius apply only to single curves. They can only be used as
general approximations for horizontal traffic calming measures involving more than one
turn such as chicanes and traffic circles.
For vertical traffic calming measures such as speed humps, another mechanics
formula can be used to calculate the centrifugal acceleration over a circular hump of a
given radius.
A
Acceleration (ft/sec2)
A = 2.15 V 2
V
Velocity of vehicle over hump (mph)
R
R
generally worked well for Seattle, but there were some problems with neighbourhood
negligence resulting in a wide range of landscaping quality on the traffic circles.
Other cities such as Portland take full responsibility for construction and maintenance
of their streetscaping and landscaping measures for liability and quality purposes
(Ewing pg.82).
Vertical Deflections
Vertical deflections include raised crosswalks, raised intersections, sidewalk
extensions, speed humps and tables, and textured crosswalks. Vertical deflections are
most effective in reducing traffic speeds rather than traffic volumes.
Raised Crosswalk serving a dual purpose as a speed hump (Delaware Register of Regulations, Pg.
542).
due to the decreased ease of use of large quickly moving vehicles on raised intersections,
especially when turning.
Design Dimensions
The height of raised intersections and raised crosswalks should correspond
throughout the communitys street network in order for citizens to get a better grasp of
the design speeds and operations of the measure. A typical height for an intersection or
crosswalk with a standard 6.67ft ramp would be 3.2in and could change according to the
length of the ramp. The location of a raised crosswalk or intersection in relation to
sidewalks and curbs should be identical to regular crosswalks or intersections. A
minimum 0.6in lip should be maintained at all sidewalk-crosswalk transitions to aid the
visually impaired in acknowledging the presence of the intersection or crossing. The
transition area between the sidewalks and the raised intersection should be lowered to a
0.6in curb face height with a transition slope of no greater than 6%. This transition area
should also have a textured finished such as stamped concrete to provide a physical
indication of the presence of the crossing. Recommendations for these textured surfaces
can be found in the Geometric Design Guide for Canadian Roads (GDGCR). The flat
top of the raised intersection should have a minimum grade of 1% to promote drainage.
The dimensions shown have proven to be the best compromise for emergency and transit
vehicle passage, effective speed reduction, and drivability. Raised crosswalks and
intersections should be keyed directly into the existing pavement to provide the most
secure connection
Signing Requirements
A speed hump sign should be located directly beside a raised crosswalk facing
traffic. If a raised crosswalk is located on a one way street, a speed hump sign should be
placed on either side of the street facing traffic. The speed hump sign is necessary for a
raised intersection in the same manner, unless the intersection is stop sign or stop light
controlled in which case no sign is needed. Pedestrian crosswalk signs are necessary on
either side of the raised crosswalk. Solid white reflective pavement markings such as
arrows should also be included directly preceding raised crosswalks and intersections. No
advance warning signs are recommended for either of these traffic calming measures in
order to reduce redundancy and improve aesthetics.
Sidewalk Extension
There are two types of sidewalk extensions that can be used depending on
whether the sidewalk and curb are aligned or if the sidewalk is separate from the curb
with a boulevard in-between. In the first case, the sidewalk and curb are directly adjacent
to the roadway so the extended sidewalk can continue across the intersection where a
typical intersection crossing would occur. With a boulevard between the curb and the
walk, the extended sidewalk is offset back from the typical intersection crossing. In both
cases there must be adequate transition area from the regular sidewalk down to the
extended sidewalk.
Design Dimensions
In the case where the sidewalk is joined to the curb, the transition area
approaching the intersection crossing must not exceed a grade of 6% decreasing in
elevation to a recommended height of 0.6in across the intersection. For the separated
curb and walk, the sidewalk is typically lowered in elevation to 1.6in through the
intersection with a 6% grade slope on either side for vehicle passage. Another option in
this case is to construct a raised crosswalk instead of the extended sidewalk. The raised
crosswalk can only be implemented if the distance between the sidewalk and the curb is
at least 5ft or preferably 6.67ft to allow a proper transition slope.
Signing Requirements
Sidewalk extensions always occur at intersections; no additional signs or
pavement markings are required.
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Textured Crosswalk
Textured crosswalks are put into place to further identify the location of a
crosswalk to street users. Although textured crosswalks can be used alone, they are
commonly used to enhance other traffic calming measures such as a raised crosswalk.
The textured surface can be created by concrete stamping, exposed aggregate concrete, or
by the use of a concrete paver. Since textured crosswalks rely on both physical and
visual means to identify their location, added color can increase the effectiveness of the
measure.
Design Dimensions
There are no specific design dimensions for textured crosswalks. The textured
surface should be adequate to provide a visual and physical indication of the crosswalk,
and should not be extreme enough to alter vehicle behaviour over the textured section.
Signing Requirements
No additional signs are required for a textured crosswalk. If pavement markings
are required for another purpose in the textured area, coloured materials may be
necessary for the textured area instead of painting over the textured surface.
(Regina, SK)
Speed humps are the most commonly used traffic calming device in North
America because of their low price, easy construction, and effective results. Typically,
speed humps will reduce vehicle speeds by 5 to 10 mph if placed properly. The Watts
profile hump, a 12 ft parabolic hump between 3 and 4 inches high, with a typical design
speed of 15 to 20mph, is the single most widely used speed control measure in the United
States. Speed humps have four common profiles that have been tested extensively
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12
Speed humps are also less successful in certain cases in solving a speeding issue because
of their relatively
mild vehicle deflection. The 22 ft table is only one design however, and dimensions can
be varied in order to achieve the desired traffic speed if necessary. In Boulder, CO, for
example, speed tables were designed with heights of up to 6 inches, ramps of 7.5 to 10 ft,
and tables ranging from 18 to 23 ft (Ewing, Pg. 32 34).
Speed humps and tables should always be keyed directly into the existing
pavement during construction to provide the most secure connection and minimize
damage to and from snow plow equipment.
Signing Requirements
A speed hump sign should be placed directly beside a hump facing traffic, and if
a speed hump is located on a one-way street, a speed hump sign should be placed on
either side of the speed hump facing traffic. White reflective pavement markings are also
recommended directly preceding the speed hump (Skene, Pg. 4-9).
Horizontal Deflections
Engineering principles state that the more acute the horizontal curvature of a
traffic circle, chicane or curb extension, the greater number of motorists will reduce their
speed. For example, a horizontal curve with a radius of 43ft will normally reduce the
speed of a regular sized vehicle to approximately 15 mph (Ewing, Pg. 68).
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14
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Similar Measures
Lateral shifts - axial shifts, staggering or jogs
Curb extensions bend the lanes of the road to create a slight twist which produces
a lateral shift. Lateral shifts are used frequently in Europe as standard calming measures.
Lateral shifts are also used in the United States in cities such as Beaverton and West Palm
Beach. Like chicanes, lateral shifts are a useful and cost-effective way to create extra
parking and slow traffic (Ewing, Pg. 39). Lateral shifts have a travel speed 5 mph more
than a chicane of the same size, making them better suited for main roads (Deleware
Register of Regulations, Pg. 563).
Curb Extension
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Mid-block curb extensions should to also contain room for cross-walks and shifts
in elevation; the minimum requirement is 23.33ft long.
Finally, design considerations should be made for emergency operations, service
vehicles and transit vehicles depending on the communities needs.
Signing Requirements
Object Markers should be used when there is profound snow accumulation, low
visibility of the curb extension and when there is any kind of sharp corner or abrupt curb
extension (Skene, Pg. 4-11).
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Similar Measure
Center island narrowings - mid-block medians, median slow points or median
chokers
To narrow a street, an elevated center island should be located in the middle of the
street to reduce the amount of roadway surface (Ewing, pg.39). Normally, center island
narrowings are about one car length: 6 ft wide and 20 ft long. Center islands are most
effective in reducing travelling speeds when they are closely spaced or they disrupt large
open streets (Delaware Register of Regulations, Pg. 565).
The name says it all! Curb Radius Reduction is a reduction of the curb radius at
an intersection. Curb radius reduction slows turning motorists and decreases pedestrian
crossing distances.
Design Dimensions
In general, a smaller radius of 10 to 16.67ft is needed for passenger vehicles;
though this can cause problems with large right turning vehicles. They may infringe on
the sidewalk and damage the surrounding area. A hard surfaced material like concrete or
extended sidewalks is alternatives to this problem.
Signing Requirements
No signs are required for curb radius reduction, but signing is required for any
repositioning or replacement of pavement markings or other signs. When combining
curb radius reduction and curb extensions, Object Markers should be used in cases of
profound snow accumulation, low visibility of the curb extension, or where sharp corners
or abrupt curb extensions exist.
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20
Similar Measures
Neckdown - nubs, bulbouts, knuckles or intersection narrowing
Neckdowns are a type of curb extension which decreases the road surface from
curb to curb at intersections. The main benefit of neckdowns is that by reducing the curb
radius at the corners, the distance a pedestrian must cross is less and the speed of turning
vehicles is decreased. Neckdowns simply help make intersections pedestrian friendly
(Ewing, Pg. 39).
Choker - pinch points, mid-block narrowings, mid-block yield points or constrictions
Chokers are another type of mid-block curb extension which narrows the road
surface by widening the sidewalk area (Ewing, Pg. 41). Two-lane chokers are typically
from curb to curb and have a length of 20 feet (6 meters). Chokers should not block curb
side parking space or driveways. Chokers can be dangerous for cyclists. Bypass lanes
for cyclists should be implemented wherever traffic is heavy (Delaware Register of
Regulations, Pg. 564).
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On-street Parking
The location of on-street parking depends on the type and lay out of the street.
On-street parking can occur on both or either side of the street and therefore decreases the
speed of motorists and sometimes traffic volume. One draw back is that on-street parking
requires cyclists to use traffic lanes.
Design Dimensions
The location is the most important aspect of on-street- parking. The location of the
on-street parking must consider driveways, fire hydrants, and parking areas. Note that
on-street parking must not be used to create temporary curb extensions.
Signing Requirements
No parking signs are required to regulate parking in areas of minimum pavement
width and on streets where parking is only permitted on one side. If curb extensions are
combined with on-street parking, signage is required (Skene, Pg. 4-14).
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Raised Median Island with landscaping and pedestrian access (Regina, SK).
Lane width needs to be reduced for raised median islands to decrease the travel
speed of motorists on a two lane street. Parking should not be allowed across from a
raised median island. Stopping is also ban at raised median islands. If a mid-block
crosswalk is combined with a raised median island, parking may be permitted if the sight
line is an appropriate distance from the crosswalk. Bicycle lanes can be placed beside
curbs where parking is not permitted.
Design Dimensions
The single lane width next to the median island should not exceed 11.67ft. Any
raised median island should be 10 to 23.33ft long at an intersection or mid-block. The
length should be controlled by the location of the median island to allow access to
driveways and other streets. Raised median islands should have a width of at least 5ft
for required signage, and a pedestrian area. The geometry of island medians must follow
the GDGCR Geometric Design Guide for Canadian Roads requirements.
Sign Requirements
A Keep Right sign is needed to guide traffic to the right of the median. A
Stopping Prohibited sign is also required to maintain the necessary pavement widths. For
mid-block crosswalks, Pedestrian Crosswalk signs are compulsory. Pavement markings
should follow GDGCR and MUTCDC guidelines. Object Markers are voluntary (Skene,
Pg 4-14, 4-17).
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A Traffic Circle taking the place of 4-way stop signs (Regina, SK).
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Sign Requirements
Traffic Circle sign is needed to demonstrate the difference in horizontal
alignment. Yield signs are recommended for all entrances of traffic circles (Skene, Pg. 417).
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Similar Measures
Roundabout
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Obstructions:
Traffic calming obstructions are any traffic calming devices that intrude onto a
roadway to reduce traffic volumes and/or traffic speeds. Landscaping or streetscaping is
commonly used to enhance the aesthetics and effectiveness of obstructions. Landscaping
can increase driver awareness of the presence of the obstruction and increase public
approval of the traffic calming measure. Care must be taken not to reduce visibility to the
point of creating a safety hazard when adding landscaping.
A modified exit-only directional closure preventing entrance onto the street and blocking through traffic
(Regina, SK)
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promoting the direction of the desired turn on the side of the barricade away from the
intersection. The exit-only directional closure must also be wide enough so that two
vehicles are unable to pass through the street at the point of the barricade at the same
time, discouraging any through traffic at the intersection. Since directional closures are
most commonly used on two-lane streets, the full single lane closure is generally used.
Gaps on the curb side of the obstruction should be considered to accommodate bicycle
traffic. The bicycle gaps should be 5 to 6.67ft wide, and the adjacent sidewalk curb
should be rolled to reduce the risk to cyclists of clipping their pedals.
Signing Requirements
For an exit-only obstruction, Entry Prohibited and Right or Left Turn Only signs
are required to inform approaching traffic of the obstruction. A sign to exclude cyclists
from these limitations should be included. An Object Marker should also be placed on
the edge of the barrier closest to traffic. On the collector street, One-Way street signs
must be placed in order to inform the traffic on that street that no turning onto the
residential street is permitted. For entry only closures, a Cul-De-Sac sign should be
placed at the beginning of the block containing the closure along with the Entry
Prohibited and Checkerboard warning signs.
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Modified diverter, allowing access through from one direction. (Regina, SK)
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minimum diverter width of 5ft and to maximize the landscaping area. Bicycle paths and
bollard spacing is most commonly 5ft as well (Skene, Pg. 4-19, 4-23).
Sign Requirements
Single turn signs should be placed preceding the diverter or star diverter, and
parking prohibited signs should be placed along the diverter.
Similar Measures
Star diverters are a star shaped obstruction placed in the middle of a four-way
intersection in a similar manner to a traffic circle. The shape of the diverter forces
vehicles approaching the intersection from any direction to make a right turn. Since the
star diverter does not completely close off the intersection there may be problems with
drivers going around the point of the star and proceeding directly through the intersection
(Ewing, Pg. 23).
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Full street closures completely eliminate through traffic by blocking the street
with various barriers. Barriers used for full closures include landscaped islands, walls,
gates, and bollards. Closures are discouraged in the vast majority of cities through-out
North America because of the reduced access for emergency vehicles, and the disturbance
that the closures cause to the citys street networks. Other street calming measures
should always be considered first (Ewing, Pg 19). Access for cyclists and pedestrians
should be included in a full closure barrier.
Design Dimensions
The end of the closed roadway should be altered into a type of cul-de-sac to allow
vehicles to turn around. In order to prevent illegal traffic use, the street closure barrier
should have bollards or other landscaped obstacles placed typically at 5ft intervals.
Pedestrian and bicycle access through the closure should also have a width of 5 to 6.67ft
with adjacent rolled curbs for cyclist safety.
Sign Requirements
A Cul-De-Sac sign should be placed at the entrance to a street with a full closure.
A Checkerboard sign should be placed at the road closure to advise road users that the
street has no exit.
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Intersection Channelization
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Raised median blocking left turn and through access (Regina, SK).
Short medians in the middle of intersections hinder left turn and straight through
movements from residential streets. The median should have sufficient area for
pedestrians and should not be located on streets which require primary emergency aid.
Design Dimensions
The median should be at least 5 ft long and be wide enough to provide a minimum
of 11.67ft lane on each side. It should also extend past the intersection to deter motorists
from driving around the median and turning left. If there is a crosswalk, the median
should be between 16.67 to 23.33ft past the outskirts of the crosswalk, always depending
on driveways and road access.
Sign Requirements
A Keep Right sign and Object Markers should be on each end of the median.
There should be a One-Way sign facing both directions in the middle of the protected
street. No Stopping signs are usually needed depending on lane widths and municipal
policy. Pavement Markings are also required by the MUTCDC (Manual of Uniform
Control Devices for Canada) when nearing the median.
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Right-In/Right-Out Island
Right-In/ Right-out islands are similar to channelized intersections. Their purpose
is to prevent straight through movements and left turns.
Design Dimensions
The Right-In/Right-out islands should be large enough to prevent left-turns and
through movements. The island channel should measure between 66.67 ft2 and 111 ft2 to
protect pedestrians. Depressed curbs and signs should accommodate larger vehicles
which frequent the street often.
Sign Requirements
Two Right-Turns Only signs are needed, one sign in front of the intersection and
the other on the island. A Keep Right sign and an Object Marker are necessary at the end
of the island. An Object Marker is required at the end of the island facing the right
turning lane onto the confined street. An Entry Prohibited sign is necessary on the island
in front of the straight through movement. No Left Turn signs should be placed on the far
cross-street as well as at the end of the channel island. Right or Left Turn Only signs are
needed; the signs should warn motorist that they are turning into the cross-street. All sign
regulations should correspond to MUTCDC standards.
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Some commonly used traffic calming signs (Delaware Register of Regulations, Pg. 46)
Most of the signs are traditional MUTCDC signs with the exception of the Speed Hump
sign and the Traffic Calmed Neighbourhood sign.
Speed Hump Sign
This original speed hump sign should be located prior to the speed hump with the
educational tab sign.
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Appendix A
Conversion Table :
Length
Velocity
1 m = 3.33 ft
1 cm = 0.40 in
1 mm = 0.04 in
1 kph = 0.625 mph
Abbreviations:
Length
Velocity
Acceleration
ft = feet
in = inch
km = kilometer
m = meter
cm = centimeter
mm = millimeter
mph = miles per hour
kph = kilometres per hour
g = acceleration due to gravity
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Glossary
Channelization
Chicane
Collector Street
Curve
Deflection
Depressed Curb
Divert
GDGCR
Local Street
Residential Street
Measure
MUTCDC
Regulation
Rolled Curb
Sidewalk
Extension
Standard
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Bibliography
Ewing, Reid. (1999) Traffic Calming: State of the Practice. Institute of Transportation
Engineers. Ch. 1 4
Skene, Michael, Project Chair. (1998). Canadian Guide to Neighbourhood Traffic
Calming. Transportation Association of Canada. Pg. 3-12, 4-10 4-30
Delaware Register of Regulations. ( 2000). Final Regulations: Geometric Design of
Traffic Calming Measures. Vol. 4, issue 3. Pg. 561-565
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