R2002-0089 06-10-02 RESOLUTION NO. R2002-89
A RESOLUTION OF THE CITY COUNCIL OF THE
PEARLAND, TEXAS, APPROVING AND ADOPTING A
CALMING POLICY.
CITY OF
TRAFFIC
WHEREAS, the City Council realizes the necessity to establish a consistent procedure
for reporting and responding to traffic related requests by citizens; and
WHEREAS, the City Council held a workshop with City staff on April 15, 2002, at
which time recommendations for the City's traffic calming policy were presented; now,
therefore,
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF PEARLAND, TEXAS:
Section 1. That the City Council hereby adopts Traffic Calming Policy attached hereto
as Exhibit "A".
PASSED, APPROVED, AND ADOPTED this
A.D., 2002.
ATTEST:
/
APPROVED AS TO FORM:
DARRIN M. COKER
CITY ATTORNEY
lO day of ,lllhlE ,
TOM REID
MAYOR
Traffic Calming Policy
June 2002
Table of Contents
Content
Introduction
Page
3
Policies And Procedures
Speed Limits, Intersection Controls, Parking Restrictions, And
Signage
Resident Roles In The Neighborhood Traffic Management
Program
Traffic Calming Devices
Appendix A
Appendix B
Appendix C
Appendix D
Traffic Calming Device Examples
Examples of Drive Around Traffic
Ranking Criteria
Application and Survey Forms
4
6
9
11
PROJECT: TRAFFIC CALMING
DATE: June 2002
Submitted by:
Lt. R.J. Fraser, Patrol Division Commander, Pearland Police Department
Submitted to:
Alan Mueller, Deputy City Manager, City of Pearland
Resources:
City of McKinney, Texas Neighborhood Traffic Management Program
City of Garland, Texas Transportation Department
Institute of Transportation Engineers
Texas Manual on Uniform Traffic Control Devices (TMUTCD)
Pearland Police Department Speed Hump Project 1996
Alan Mueller, Deputy City Manager
Michael Ross, Former Project Manager
Jerry Burns, Director of Public Works
John Hargrove City Engineer
Andrew Gallagher, Assistant City Engineer
Samson Ukaegbu, Traff Data and Associates
INTRODUCTION
In 1996 the Peadand Police Department commissioned a study on the feasibility of implementing
a Speed Hump installation program within the City of Pearland. While this program received
numerous requests for installations, the program never materialized as cities across th~ nation
were bombarded with negative feedback over similar programs. Alternative, yet ineffective,
methods of slowing traffic, such as multi-way stop signs, were utilized in neighborhoods. These
methods, while politically expedient, create hazards of their own.
Speed Humps received a great deal of criticism due to their ineffectiveness, in part due to
improper installation; some criticism due to the increase in noise pollution; and some from
emergency responders, who felt that their response times hampered their ability to save lives. In
response to the criticism, cities across the country are spending money to remove the costly
Speed Humps.
Since the proliferation of Speed Humps, and their subsequent departure, many cities have turned
to a variety of methods for reducing the speeds and volumes of traffic in neighborhoods. These
methods are commonly referred to as traffic calming.
There are a number of goals that a traffic-calming program would hope to achieve:
· Education of the public with respect to causes and appropriate solutions for
neighborhood traffic problems.
· Explaining the roles of residents, resident representatives, and the City of Pearland in
addressing traffic-related issues in neighborhoods and encourage neighborhood
involvement as part of the solution to traffic related problems.
· Create clear policies and guidelines for submission of resident.traffic requests and the
processing of those requests by City staff.
· Discuss the advantages and disadvantages of potential solutions for traffic problems.
There are seldom-simple solutions to the traffic related problems that arise in our City. For
example, the police department does not have the resources to issue citations for every speeding
or parking violation that occurs.
responders can be in conflict with
impossible. These issues may be
This program intends to promote a
constructive relationships with local
related problems in neighborhoods.
Additionally, the need for quick response times by first
local resident's desires to make speedy travel on a street
considered in a manner that will bring a balanced solution.
framework through which the City of Peartand can develop
residents and homeowner's associations for solving traffic-
POLICIES AND PROCEDURES
The number of traffic related requests received by the City of Pearland increases each year in
direct proportion to the increasing size of the city, both in area and population. Requests, which
stem from traffic in residential areas, generally fall into three major categories: '~
1. A significant number of vehicles traveling on a residential street appear to be exceeding
the legal speed limit.
2. Through-traffic has increased the volume of traffic on a residential street beyond a
reasonable level.
3. Parked cars limit the use and iaccessibility of a street for residents and emergency
vehicles.
The City of Pearland should adopt the following traffic management strategies recommended by
the Institute of Traffic 'Engineers (ITE), for handling identified traffic concerns such as those
mentioned above:
1. Establish, revise, and enforce general laws and ordinances pertaining to speed limits,
intersection control, and parking regulations.
2. Educate residents to better understand the causes of traffic problems, potential solutions
to those problems, and the advantages and disadvantages of implementing these
solutions.
3. Install traffic control devices that provide specific regulatory, warning, or guide messages
to motorists judiciously, and in conformance with the Manual of Uniform Traffic Control
Devices.
4. Install traffic calming design features that manage the physical movement of vehicles or
pedestrians within the roadway or within a neighborhood when the first three strategies
have proven ineffective.
The report of traffic related issues have historically gone to the Police Department. Recently,
requests for signage, signal alterations, and speed humps have been referred to the newly
established Community Action Center for handling by the City Traffic Engineer or Appropriate
staff. The CAC has been effective in routing requests, as well as insuring follow-up on a number
of issues.
All requests for traffic-control or traffic-calming devices should be sent to the Community Action
Center (CAC). The Community Action Center will provide information to the citizen regarding
options available in responding to the inquiry. Additionally, the CAC will forward the information
to the Police Department Patrol Commander and the Public Works Director. The CAC will
continue to act as a liaison between City Departments and the requesting citizen(s).
The Police Department will coordinate targeted enforcement and make recommendations to the
Public Works Director for the study of additional traffic-control devices.
The Public Works Director will coordinate the completion of any studies completed by the City
Traffic Engineer, the proposal of ordinances for the placement of regulatory signs, placement of
Traffic-Control Devices, and the placement of Traffic-Calming Devices.
In order to determine the proper measures to be taken in addressing a particular issue, the
problem must be quantified with traffic volume counts, traffic speed assessments, accident
records, and/or reports of problems from city personnel. Traffic volume and speed studies would
be acquired from the City Traffic Engineer, while accident reports and citation activity are readily
available from the Police Department.
If speeding were an identified problem, the second step would be to determine if an increased
enforcement presence would be sufficient in addressing the issue. Additionally, neighborhood
volunteers could distribute flyers in the neighborhood, informing residents of the specific problems
that are occurring, the required corrective behaviors, and the responsibility of each resident to
use the streets responsibly. Sign installation should also be considered at this time. If the
4
actions described were not effective in reducing the speeding problem, the site could be eligible
for installation of traffic-control or traffic-calming devices to attempt to reduce the speeds.
In general, for a specific traffic-control device to be approved, the following must occur:
1. The City Traffic Engineer will conduct a study to determine and propose the most
effective devices, if any, for each area.
2. The City Traffic Engineer must determine where the traffic-control device should be
located.
3. City Council must pass an Ordinance for the enforcement of the device.
In general, for a specific traffic-calming device to be approved, the following must occur:
The City Traffic Engineer will conduct a study to determine and propose the most
effective devices, if any, for each area. The cost of engineering studies is to be shared
equally by the City and the residents or association requesting the device(s). Exception:
Minor studies such as stop sign installation studies or similar studies intended to result
only in the erection of regulatory or warning signs.
2. The City Traffic Engineer must determine where the traffic-calming device(s) should be
located.
Residents potentially affected by the installation must indicate that they support the
proposed location of the traffic-calming device through a survey prepared by the Public
Works Department and distributed by a neighborhood representative.
5
SPEED LIMITS, INTERSECTION CONTROLS, PARKING RESTRICTIONS,
AND SIGNAGE
The City of Pearland has the authority to set speed limits, locate intersection controls, and
designate areas for parking restrictions by enactment of an ordinance. City staff recommends
traffic control devices, which are in compliance with the Texas Manual on Uniform Traffic Control
Devices (TMUTCD), to council for enactment of an ordinance. The manual is a statewide set of
standards for traffic control devices such as speed limits, stop signs, traffic signals, and other
controls.
Speed Limits
According to the TMUTCD, the following factors should be considered in an engineering and
traffic investigation to determine the proper numerical value for a speed zone:
1. Road surface characteristics, shoulder condition, grade, alignment, and sight distance.
2. The 85th-percentile speed and pace speed.
3. Roadside development and culture, and roadside friction.
4. Safe speed for curves and hazardous locations within the zone.
5. Parking practices and pedestrian activity.
6. Reported accident experience for a recent 12-month period.
The 85%percentile speed is that speed which 85% of drivers do not exceed on a specific road.
This factor is often used to re-evaluate speed limits on existing streets. The assumption in the
TMUTCD is that most drivers are reasonable and drive at a safe speed on a roadway. (Only 15%
of drivers exceed a "reasonable" speed.) City staff recommends speed limits to City Council
based on these factors.
According to Texas Motor Vehicle Laws and City Ordinance, the speed limit on city streets is 30
miles per hour, unless there is a specific ordinance that designates a different speed limit on a
street segment. The City of Pearland utilizes the following speed limits:
1. Local residential streets, 30 miles per hour.
2. Collector Streets and thoroughfares, 30 to 45 miles per hour.
3. In school zones during designated hours, 10 to 15 miles per hour lower than the posted
limit.
The Texas Department of Transportation sets the speed limit on State-maintained roads within
the city such as F.M. 518 (Broadway), F.M. 1128, F.M. 2234 (Shadow Creek Parkway), and State
Highway 288. As the Texas Transportation Code establishes a 30 miles per hour speed limit on
all roadways, unless otherwise posted, the City of Pearland does not install speed limit signs on
all residential streets. These signs cost money to install and maintain, and signs detract from the
aesthetic appeal of a neighborhood, and overuse of speed limit signs limits their effectiveness.
When a significant percentage of vehicles utilizing a certain roadway appear to exceed the speed
limit, a traffic study can be conducted to determine if a speeding problem exists as well as the
extent of the problem. For purposes of this study, a speeding problem is indicated on a
residential street when the 85th-percentile speed is at least 10 miles per hour over the posted
speed limit. (i.e. at least 15% of the drivers travel more than 10 miles per hour over the speed
limit.) (TMUTCD)
Residents or Homeowners' Associations may submit a request for a traffic study for a particular
street to the Community Action Center. The City will pay for minor studies, such as those for
Multi-way Stop Signs or Speed Limit Studies. Traffic studies will be conducted by the City Traffic
Engineer. Requests will be handled in the order they were submitted as resources become
available to conduct the study. After the City has conducted the study and determined that a
street has a speeding problem, three steps will be taken to address this problem:
1. The Police Department will be informed of the problem and the possibility of increased
enforcement of the speed limit will be discussed.
2. The Community Action Center will consult with neighborhood representatives to set up a
Neighborhood Traffic Volunteer Program to keep the neighborhood informed about the
traffic problems and what can be done to help remedy the situation. '~'
3. The City Traffic Engineer will consider whether additional signage, such as speed limit or
warning signs, would be appropriate to install at the site.
A street may be eligible for re-evaluation of the speed limit, especially if some road, or roadside,
conditions are currently different than anticipated when the original speed limit was set or if there
is a history of traffic accidents that appear to be related to the speed limit. The traffic study, which
determines if an increase or decrease in the existing speed limit is warranted, will follow the
guidelines in the TMUTCD. If warranted, City Council then must adopt an ordinance to
establishia new speed limit.
Should the methods, described above, prove not to be successful in remedying the speeding
problem, the installation of traffic calming devices, which are intended to physically reduce vehicle
speed, may be considered at the site. Policies and guidelines for such installation are discussed
later.
Intersection Controls
Intersection controls are intended to establish which vehicles have right-of-way through an
intersection, improve traffic flows, and reduce intersection delays. Examples of devices, which are
used for intersection control, include yield signs, stop signs, traffic signals, and turn prohibition
signs. The TMUTCD has very specific guidelines and criteria for the proper use and placement of
intersection controls. For instance, the TMUTCD states that stop signs should not be used for
speed control.
Requests for installation of intersection controls may be submitted to the Community Action
Center. Requests will be processed in the order they are received and as resources become
available. The City Traffic Engineer will conduct a traffic study to determine if an upgrade of traffic
controls is warranted at an intersection utilizing the criteria in the TMUTCD. The traffic study will
include the measurement of traffic volumes into the intersection from all approaches, the analysis
of the distribution of traffic throughout the day, and gathering accident records for the intersection.
If the City Traffic Engineer determines that changes to the controls at an intersection are
warranted, an ordinance will be taken before City Council for their approval. If a traffic signal is
warranted at an intersection, a four-way stop can be installed and/or maintained until funding for
the traffic signal becomes available. (Traffic signals can cost over $100,000 per intersection.)
Parking Restrictions
Parking practices can occasionally cause traffic problems. For instance, traffic around schools
can be problematic if parents double park or stand in driveways while dropping children off or
picking them up. It sometimes becomes necessary to create zones with parking restrictions to
keep streets open for emergency vehicles, fix sight visibility problems along a street, or restrict
commercial operations from utilizing residential streets for parking. Parking restrictions on public
streets are recommended by the City Traffic Engineer to the City for adoption through ordinance.
Most residential streets were designed to have on-street parking. Current City design standards
allow a minimum pavement width of 27 feet in residential neighborhoods, which permits parking
on both sides of the street and one through traffic lane in the center.
On-street parking has an added benefit of lowering traffic speeds on residential streets. Wide-
open streets tend to encourage drivers to drive more quickly. On-street parking reduces the width
of passable pavement and tends to slow drivers down because the parked cars appear to be
obstacles. As long as on-street parking does not create a hazard for emergency vehicles, the City
does not discourage on-street parking in residential areas.
Requests for parking restrictions can be referred to the Community Action Center. The City Traffic
Engineer will examine the situation and consult with the Public Safety Department to determine if
emergency service vehicles have been experiencing problems or potential problems exist.
Signage ,~
Most traffic controls involve the use of signs (for example, stop signs, no parking signs, or speed
limit signs). In addition to the regulatory signs mentioned previously, a number of warning signs
and guide signs, such as "Dead End", "No Outlet", or street name signs, are also available for use
by the City. The City of Pearland uses the guidelines of the TMUTCD for proper size, pattern, and
location of all traffic signs.
As mentioned in the speed limit section of this chapter, the City of Pearland does not place speed
limit signs on all streets and alleys because sign installation and maintenance are costly, signs
can detract from the aesthetic appeal of a neighborhood, and the overuse of speed limit signs
limits their usefulness. The same philosophy applies to the use of other signs, as well. The City
Traffic Engineer must carefully examine each request for signage to determine if it complies with
the TMUTCD.
Requests for traffic signage may be referred to the Community Action Center. Requests will be
processed in the order they are received and as resources become available.
RESIDENT ROLES IN THE NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM
Two of the goals of the Neighborhood Traffic Management Program aro:
1. Educating the public with respect to causes of and appropriate solutions to neighborhood
traffic problems, and
2. Encouraging residents to take an active role in achieving the solutions for neighborhood
traffic problems.
Neighborhood traffic problems aro often complicated issues that require a groat deal of patience
and hard work to solve. When the City determines that drastic measures aro needed to attempt to
solve a problem, the support of the affected residences will be needed before proceeding.
Neighborhood Traffic Volunteer Program
After the City of Pearland has conducted a traffic study to quantify the extent of a reported
residential traffic problem, the Public Works Director or designee will meet with neighborhood
representatives to go over the findings of the study and discuss the next steps toward addressing
the problem. In most cases, one of those steps will be the creation of a Neighborhood Traffic
Volunteer Program (NTVP).
The intent of the NTVP is to keep residents informed of potential traffic problems in their
neighborhoods and to convey the message that everyone in the neighborhood has some
responsibility for traffic conditions, good or bad. The main responsibility of neighborhood
volunteers will be to pass out information about the specific traffic problems in the neighborhood
and, if applicable, how neighborhood residents can help to correct the problems. To help set up
this program, the Public Works Director or designee will act as a consultant to the neighborhood
representatives. The City representative can provide prepared traffic literature and flyers for the
neighborhood volunteers to distribute.
Surveys
In situations where enforcement, the neighborhood program run by volunteers, and any other
signage or restrictions have not adequately corrected a traffic problem, a traffic calming device
may be installed by the City to attempt to correct the problem. When streets or alleys are to be
physically altered by a traffic-calming project, neighborhood representatives will pass out a survey
prepared by the City of Pearland to potentially affected residents to determine the level of support
for the proposal. The survey will detail what devices are under consideration, their proposed
locations, potential advantages and disadvantages of the proposal, and funding options.
Completed surveys will be returned to the City of Pearland for the proposal to be processed
further. Survey requirements are discussed in under the Traffic Calming Devices section.
Requests for removal of traffic calming devices must go through the same survey process as
requests for installation.
Funding for Installation of Traffic Calming Devices
The cost of installation of a traffic-calming scheme can be very expensive, ranging in cost from
$1500 to over $20,000. When the City of Pearland has approved a traffic-calming project for
attempting to address an identified traffic problem, one of the following project-funding
mechanisms may be utilized:
1. Subject to annual appropriation, the City of Pearland will provide the funds for the project
through its traffic-calming budget, or
2. If City traffic-calming funds have already been exhausted in the current budget year, the
neighborhood may elect to pay for the entire cost of the traffic-calming scheme.
3. The City and neighborhood may agree to a cost sharing agreement for the project.
City funding limitations may at times affect the scheduling of approved traffic calming projects. If
City funds have been exhausted in .a given budget year, the neighborhood may elect funding
option number 2 or 3 above or may be put on a waiting list until City traffic calming funds are
available for the project.
10
TRAFFIC CALMING DEVICES
Traffic calming devices physically alter a street or alley and make undesirable traffic behaviors
difficult or impossible. There are numerous devices, which are in use around the world, ~such as
speed humps, speed bumps, traffic islands, and chokers. Appendix A contains many examples of
traffic calming devices, lists some device specific criteria which go beyond the general
requirements of this chapter, addresses some advantages and disadvantages for each device,
and gives approximate costs for each device. The City of Pearland receives numerous requests
for installation of traffic calming devices such as speed humps. Traffic problems reported to the
City of Pearland will be processed as detailed in the preceding sections. When the City of
Pearland determines that the installation of traffic calming devices is the last remaining option for
addressing an identified traffic problem, the policies established in this section will govern the
installation of the devices.
Overview
Occasionally, residents request that traffic be diverted off a specific residential street. When all
other options have been exhausted to address an identified traffic problem, the City of Pearland
may consider the installation of appropriate traffic calming devices. Several factors should be
considered prior to the installation of any device including, but not limited to, the following:
3.
4.
5.
The impact of the device on street users including motorcyclists,
pedestrians;
The impact of the device on drainage patterns;
The anticipated impact of the device on vehicular speeds and volumes;
bicyclists, and
The potential impact on other streets or alleys from diverted traffic;
The potential impact on emergency response vehicles and street maintenance activities;
and
The degree of support for the installation of the device.
It is important that devices installed in public streets not inflict damage to passing vehicles or
cause drivers to lose control of their vehicles.
This pOlicy is designed to provide reasonable opportunities for the installation of traffic calming
devices in residential streets and alleys based upon the degree of support from the surrounding
residents and the roadway conditions. The following sections provide detailed information on the
eligibility of streets and alleys and procedures for the installation of traffic calming devices.
Eligible Streets
The first step in the device installation process is to determine whether a specific street is eligible
for consideration. Streets meeting the following criteria may be considered for traffic calming
device installation:
1. The streets is paved and constructed on dedicated public right-of-way.
2. The property adjacent to the street is either wholly or primarily residential.
3. The street is not adjacent to open space, parks, public school grounds, etc. where drive
around problems are likely. (See Appendix B for examples of drive-around problems.)
4. The street is not designated as a primary emergency response route by Public Safety
Departments.
5. The street is not designated as a thoroughfare or collector roadway on the City of
Pearland Thoroughfare Plan.
6. There must be no more than one moving lane of traffic in each direction.
Streets that meet the five criteria listed above shall also meet one of the following volume and
speed criteria to be eligible for traffic calming device installation:
1. The street should have a minimum average daily traffic of 1,500 vehicles per day, or
11
2. The 85th-percentile speed of vehicles traveling on the street should exceed the speed
limit by at least 10 mph. (TMUTCD)
Location of Devices
Once a street or alley is determined to be eligible, the possible locations for traffic calming device
installation are subject to the following conditions:
1. Sight distance
Adequate sight distance must exist at the desired location to safely accommodate traffic
operations after device installation. City Traffic Engineer staff will review the area
included in the request and identify any areas in which installation would be excluded due
to sight distance.
2. Adjacent resident concurrence
A traffic calming device shall not be located within 100 feet, as measured along the right-
of-way, of a property if the owner of that property objects to its placement at that location.
3. Distance to driveways, alleys, streets, or other devices
Traffic calming devices shall, in general, be located at least 20 feet from the nearest
driveway, and at least 50 feet from the nearest intersecting alley segment, or intersecting
street.
Spacing of devices will be determined by the City Traffic Engineer. Some device specific
spacing criteria are listed in Appendix A.
4. Grade of street or alley
Some devices, such as speed humps, should not be installed on steep streets. In
general, the grade of a street or alley approaching these devices must be less than 8%.
5. Street alignment
Traffic calming devices should not be installed in locations where horizontal or vertical
curves could cause a vehicle traveling at a prudent speed to lose control when traversing
the device.
6. Drainage
Traffic calming devices invariably have a negative effect on drainage through the street or
alley in which they are installed. Care must be taken in locating a device to ensure that
the device does not cause an existing drainage problem to worsen or create an
unacceptable drainage problem.
Survey Procedure
The degree of resident support is a major factor in the consideration of traffic calming device
installation. A survey of the homes within a specified survey area must be submitted to the City
demonstrating the required degree of resident support.
Survey Area
The survey area shall include all homes whose front, rear, or side yard adjoins the street
or alley segment in which a proposed device would be located. The survey area will also
include houses that adjoin streets onto which traffic may be diverted to if the proposed
traffic-calming scheme is installed. The Public Works Department will review the request
and determine the required survey area.
12
Only single-family, duplex, triplex, or four-plex homes shall be included in the survey
response.
Survey Form
· The City will provide a survey form for the collection of signatures. This form will include a
brief description of the request, traffic operation considerations, and instructions to the
residents.
· For each street address included in the survey area, the following information must be
included: Street address, printed name of resident, signature of resident, and preference
(SUPPORT, OPPOSE, NO PREFERENCE).
· In order to provide each surveyed home the same level of input, only one resident
signature per home will count in the survey.
· Up to three months shall be permitted for the collection of necessary signatures and
survey submission to the City. If the necessary number of signatures is not collected
within this time period, a new survey must be begun.
Required Percent of Support
· At least 85% of the homes in the survey area must indicate support of the proposed
traffic-calming scheme. Only the "Support" preferences on the survey will be included in
calculating the required support level. The "oppose" and "no preference" indications will
not be used in this calculation.
· City staff will review the submitted survey to verify that the required survey area was
included and to determine that at least' 85% of the addresses support the installation.
Installation Approval
In order for the installation of a traffic-calming project to occur on a street, the following actions
must occur:
1. When a sufficient number of "support" signatures have been obtained, the completed
survey should be submitted to the Community Action Center.
2. When a submitted survey has been verified as meeting the required neighborhood
support level, the Public Works Department will place the street on a list of approved
traffic calming projects and will mail the residents in the survey area a letter advising of
the approved installation request. This letter wilt provide an estimate of the cost of the
project and explain the process for receiving City funding for the project and the resident
funding option.
3. The City Manger, or his designee, will rank the list of approved traffic calming projects.
Funds from the City's traffic calming budget will be allotted to the projects according to
the approved rankings and until the funds have been depleted. If funds are available for a
project in the City's traffic calming budget, the project will be scheduled for construction. If
no funds are available, the project will be placed on a waiting list for funding. If the
residents elect to pay for the installation, then upon the City's receipt of the full amount of
the estimated project cost from the neighborhood representative, the project will be
scheduled for construction. A sample ranking Criteria may be found in Appendix C.
4. The cost for each traffic-calming scheme will be based on the actual cost for a typical
installation, including any necessary pavement markings and/or signs. The cost will be
established by the Engineering Department and will reflect current costs. Appendix A
contains a number of typical traffic calming devices and lists the approximate cost of
each device. :
5. If an approved traffic-calming project has been on the waiting list for more than one year
at the time funds become available, a letter will be sent out to the residences in the
survey area giving an approximate schedule of construction. In case resident support for
the project has diminished since the project was initially approved, residents withinthe
survey will have 30 days from the date of the notification letter to file written objections,
which shall be evaluated by the Public Works Director before installation of the project
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Temporary Devices
Once the installation of a device has been approved, a temporary device may be utilized to
measure the effectiveness of a permanent installation. Water-filled barriers may be utilized for a
period of at least 90 days. While these barriers are not as aesthetically suited to the
neighborhood as the permanent installation, the can prevent the expensive installation of an
ineffective device.
Appeals or Variances
The Public Works Director, or his designee, shall handle all appeals and may consider requests
for unusual conditions that do not fall within these guidelines or for additional consideration of
locations that failed to satisfy all of the included requirements. The following general guidelines
will be used:
1. Requests for appeals or variances shall be submitted to the Community Action Center
and shall specify why an appeal or variance is being requested.
2. An appeal or variance request will be forwarded to the City Manager for review.
3. The City Public Works Director will process a formal response to the appeal or variance
request. The decision of the City Manager shall be final.
Removal and Alteration of Traffic Calming Devices
The process for requesting traffic calming device removal or alteration is the same as the process
for installation. A survey must be submitted to the City with at least 85% of the homes in the
survey area supporting the requested removal or alteration. Funding for the removal/alteration will
be handled in the same manner as a new installation.
Design Standards and Policy Procedures
The Engineering Department shall prepare and maintain design standards for traffic calming
devices installed through this policy. This policy will be reviewed by City Staff in two-year intervals
with the first review being performed one year after the installation of the first device installed
under the provisions of this policy. Review of this policy may also occur prior to the scheduled
review date at the discretion of the City Council and staff.
14
Appendix A
Traffic Calming Devices
RUMBLE STRIPS
Description:
- Dots or strips ore glued,to the pavement to create o strip that causes the vehicle to rumble
os it traverses through them.
-To alert motorists to unusual conditions ahead.
-Highly variable. Approxlmotely $1,000 - $5,000 per location.
- 30 mph posted speed - 200' in advance;
- 40 mph posted speed - 325' in advonce~
- Vehicles may be slowed down up to 5 mph.
- Driver's ottention is alerted to heighten safety.
- Low cost installation than con easily be removed or changed.
- Very high level of noise pollution for adjacent residents.
- High maintenance is required to reottach dots or strips to the pavement.
A-1
F:~En§;nee¢~Oovid $~l'ra f M n§ tFi§$.dwg
NARROWING LANES
- Striping is used to create narrow 10 feet w~de lanes. Th~s elves drivers the feel of
o narrow street that does not lend itself to high speeds.
Co~t:
- The costs vary depending on' the length of street, but ore not anticipated to exceed $5.000 per
- Changes con be quickly implemented.
- The stHplng con be easily modified if point is used.
- Speed may decrease and safety is improved through the provision of positive guidance to drivers.
- WouId ~ncreose regular maintenance.
- Residents do not always perceive striping is on effective tool for speed reduction.
- Cost of resudoclng res;dentJo! streets will increase.
A-2
F:~£ng;neer~Dav;dS~Tr'a f Mng tt~gs-d wg : ~ .
EXISTING STOP SIGN
yRELO~,TE
EXISTING STOP SIGN
STOP SIGN REVERSAL
Description:
- Two stop signs ore placed at four legged intersections in the City. The signs ore placed on the
lower volume approaches. If the volumes ore balanced, the stop sign locations could be switched to
stop the other street. The cost for switch;ag stop signs would be less than $500 per location.
Positive Aspects:
- Changes can be easily made.
- Traffic speed may be reduced~in the vicinity of the stopped approaches.
Negative Aspecu:
- The speeds may increase on the unstopped approaches.
- There is high potential for vlolotion of stops unless enforced periodically.
- Not always favorable to residents ;rnnrnediotely adjacent to new stop sign locations.
- Potential for rear end occldents is increased in the short term.
F:~Engineer~DoviclS~TrofUngtFig$.dwg
A-3
CHOKERS
De~crip.on:
- Norrowing of,o street ot on intersection, mid-block or,. o segment 'of o lstreet, in order to
reduce width, of~ the troveled-woy by .construction of'o, wider sidewotk or 'londscope strip.
-Highly vorloble, Approximotely $5.000 - $20.000 per Iocotion.
P~ ~:
- Sliqht slowin~ is ~Ormolly the result.
- Sho~er ~e6est~ion ccoasin~ 6iatonces o~ be~tec motocist-oedeatclon v;sib;I;ty of eoch other.
- Creotes ~6Oed s~reetsc~e oreo ~o~ pe6e~tr;ona o~d/or la~dsc~gln~.
- Con d;scouroge truck entry.
- Allows si~os to be placed closer to driver's cone of vision.
- Potential obstocle ~oc motorist to run ;nfo.
- ~ay impede bicycle mobilit~ o~d so~ety.
- Co~ impede le~it~mote truck movements.
- Moy require ~eworkin9 o~ suc~oce
F:~,Eng;nee¢\Dov;dS~Traf Mncj t F'~s.dwg
A-4
GA T£ ~A ¥$
Description:
- A speclol entrance .feature, similar, to. a choker; that-narrows, a street at the intersection in
order to reduce width of the traveled-way. This is not a gate. Chokers ore usually located within
the block or at intersections. Gateways ore considered more dramatic and provide identity to o
neighborhood. The exact configuration of the gateway treatment will depend upon the Iocotlon of the
cjatewoy, i.e.. conflicts with driveways. Medians can also be added to street to slow turning
movements and enhance the street.
Cart:
-Highly variable, Approximately $5,000 - $15,000 per location.
- Creates an identity to o neighborhood.
- Creates added streetscope oreo for landscaping or monuments.
- Con discourage truck entry.
- Allows signs to be placed closer to driver's cone of vision.
- Con impede legitimate truck movements.
- Increased molntenonce costs.
A-5
F:~£ng;neer\DovldS\ TrofMngtF'igs.dwcJ
INTER~ECTION CH,4NNELIZ.4 TIO N
D~crip~on:
- T-intersections ore chonnelized so that vehicles ore not traveling in a straight path.
the effect of slowing vehicles down.
Cost:
-Approximately $50.000 per ,location.
- Slows vehicle speeds.
- No significant impedance of fire and tronsit se~ice.
- Landscaping and signing/striping maintenance will be required.
- Loss of on-street parking w~ll occur.
F';\Englneer~DavidS\T~'a tung IFigs;d ~g
^-6
This hos
MEDIAN B,4RRIER
D~cription:
- A physicot barrier on a. non-lOCal street which can eff~ctlvelY.,.eih, n~r~ate 'local. street
strolght-through and 'left turn t~offlC: oCross,.the!i~'lo~o!L.$treet~ :A medien, barrier, con toke many
forms, ronging from o closely-spaced ~ow.of"fleXlbla. del~e(3tOr Posts to o series of pre-cast curb
sections affixed to the pavement to o tem~0rilY-p!oce~but' immovable 5' high concrete barrier
(K-Ro~) to on asphalt/concrete curbed isl°nd .with ok ~thout o decorot;v& landscaping and surface
treatment. Costs ~ widely among thee oPtions, :~e '.device.is als0 kno~ os o "worm."
- A full median with no breaks co~ o1~';.~ *~*e'd ;t~:prohlblt ell left~ tu~s.
-Highly variable. Approximately $5.000 to $20.~0 ~r location.
- ~okes the intersection safer by redaci69.,th~ ~mber of .Confllct;n~ ~vements.
- ~Reduces local street ~lumes. ' ' '.
- ~e~otes the ~ssible need for future expensive traffic signal.
- The physlcol barrier may shift trnffic t0 other-Io~ations w~re left turn oPportunities exist.
- This t~l: may. inconvenience local residents who will be forced to drive longer more circuitous
paths to reach their destlnntlon~
F:\lrnglneer\Davl.'clS~Traf U .ngtF!~s.d~cj
NECK DOlg'NS
De~crlpaon:
- Physical curb reduction of rood width at intersections by widening of street corner to
discourage cut through traffic and to help define neighborhoods.
Co~t:
-Highly var;able. Approximately $10.000 to $.30,000 per location.
- May be oesthetlcally pleoslng, ~f landscaped.
- Good for pedestrians due to shorter crossing.
- Con be used in multiple application.
- Increased Iondscoplng maintenance.
- Landscaping may cause sight distance problems.
A-8
F:~£ng;neer~Dov;dS\TrofMngt ~9s.dwg
ON~-WA Y ST~.~ET(S)
- One or more streets deslgnoted os 'one-way".
Co~t:
- Approximately $~1,000 to $5,000 per location.
- May reduce total volume on subject street.
- Adds vehicle capacity to a street.
- Safety is inherently greater on one way segments, but core must be taken to handle
intersection treatments properly.
N~ ~:
- Can encouruge ;ncreoaed speeds.
F:\Em~;neer\OovidS~Tca f Mncj t~gs.dw~l
A-9
RAISED INTERSECTIONS
Dexcription:
- A raised plateau of roadway where roods intersect. The plateau is generally about 4" higher
than the surrounding streets. This application is best for locations with high pedestrian volumes with
significant safety concerns related to traffic speeds.
- Approximately $§0.000 to $100.000 per location.
- Effective speed control.
- Aesthetically pleasing if well designed.
- Good pedestrlon safety treatment.
- Con be used on higher or lower volume streets.
- Expensive to construct Ond malntoin.
- Affects emergency vehicle response time.
A-lO
F':\£ngineer\Oov;d$\TrolMngtF;gs. Clwg
TRAFFIC CIRCLE
- A small circular island placed in the center of on ex~stin9 local street intersection. Some may
also refer to this device os a "roundabout".
- Approximately $10,OO0 to $20,000 per location.
- A noticeable reduction in speeds.
- Reduces occident potential.
- Under certain conditions capacity can be increased,
- Con be used instead of stop signs.
Ne~
- Required safety signing may detract from :~ts aesthetic' quality.
- Pedestrians and bicyclists must adjust to less troditlonc~l crossing patterns.
- Some parking may be lost on .apProaches to accommodate Vehicles' deflected paths.
- May increase aceldents until drivers become accustomed to change.
A-11
F:~,Eflg;neer~DavldS~Tra f Mngt F'igs.d w(~ . :,
SERPENTINE
- A norrow serpentine rood is creoted for severol hundred feet using curbs and Iondscoplng.
Co~t:
- Approx~motely $§0,000 to $75,000 per
- Reduces vehicle speed.
- Moy reduce through troff~c volumes.
- Inc~eosed mo;ntenonce for Iondscop;n~ ond povement.
- Si~nlf~cont loss of on-street
- Most residents would hove dr;vewoy offfected ~ this type of ;nstollot~on.
- Fire ond t~onsit seduces would be offected.
F:\Encj;neer\DovldS~Tra f M n9 tFigs.clw9
A-12
ALLEY SPEED HUMP
BUMP
SPEED It~JMP$
- Mounds of povlng materiel placed across a roadway for the purpose of causing motorists .to
reduce their operating speed while dr~vlng on the roadway.
C~t:
- Approximately $1,500 to $3.000 per hump.
- Short block, single mid-block hump usually edequete.
Longer blocks and continuous street sections, two or more humps spaced approximately 200
feet to 600 feet apart.
- Reduces speed.
- Con cause traffic to shift to arterial system and no longer cut through the neighborhood.
- Con cause traffic to shift to parallel residential streets.
- Affects emergency response times.
- Contents of vehicle can be jetted.
- Increase in noise adjecent to hump.
A-15
F:~Engineer\DovidS\Tro fMngtFigs.d~.g
TURN RESTRICTION USING DELINEATORS
- Delineators glued or doweled to the pavement sudoce ore used to creote o bottler to prevent
vehicles from moklng certoln movement in ond out of o Iocol street. The del;neotors ore typ;colly
ploced olong the centerline of the mo jot collector street.
Co~.
- Approxlmotely $1.000 to $10.000 depending on the number ond types of delineotors.
- Reduces through volume of troffic.
- Reduces reor-end ond left-turn occldents ot mo jOt or collector street intersection with Iocol
streets.
- Low cost instollotlon thor con easily be removed or chonged.
- Little reduction in troffic speeds.
- Could potentlolly moke it more circuitous for residents to reoch their destinotions.
- Moy divert troffic onto odjocent streets.
£:~Eng;neer~.Oav;dS~Tra fMng t~gs.dwg
A-14
SEPARATION LIN;'
TWO LANE ~NGLED SLOFY PO1NT
- Three islands ore used to create on angled path of travel for vehicles. The effect of angling
the traffic path slows vehicles down. The volume of traffic may well be unaffected. The islands
adjacent to the curb ore typically landscaped.
Co~:
- Approximately $10.000 to $20.000 per location.
Slows vehicle speeds. ..
- Fire and transit vehicles ore not impeded sign;ficonUy.
- Loss of on-street porklng,
- Landscaping and s;gning/stripincj has to be regularly maintoined.
A-15
F:~(n~ineer\OovklS\Tro f MngtRgs.d wg
I
I
I
I
CUL-DE-SAC
Dezc~on:
- Complete closure of o street either ot an intersection 'or' at o' mid-block location.
Co~:
- Approximately $50.000 per Iocotlon.
PmL~e
- Very effective at ellminoting most of the previously speeding traffic on the block.
- Very effective at reducing volumes.
- Con be landscaped for on attractive effect to convey street discontinuity.
- Mid-block type. can be effectively used where abutting land uses ch0nge.
- ImpO'dyed traffic safety.
- Can negotlvely affect response times for emergency service.
- In large neighborhoods, can shift a problem elsewhere unless o stroteglc pattern of
cul-de-sacs ore used.
- Can generate confusion on the port of users unless signed carefully.
- May inconvenience local residents.
r:~Encj;neer\Da vidS\Trafld ncj t~gs.d wcj
A-16
DIAGONAL DII/ERTER
- Borders between diagonally opposite corners of o 4-1egged,.intersect~on, thus creoting two
unconnected L-shaped intersections.
- Approximately $10.000 to $50.000 per location.
- Reduces speed.
- Can achieve o 20~. to 70~. reduction in volumes.
- Reduces occident potentlol by el;minoring conflicting traffic movements.
- Advonto(je .over complete street closure (cul-de-sac) in that it has o lesser impact on
circuloti0n, os it actually creates no dead-end streets., Local residents and servi.ce vehicles may view
this os 'o benefit 'in that the, ii' rOUteS con be more direct.
- Con be attractively Iondsccped.
-' In o large neighborhood, con shift problems elsewhere unless o strategic pattern of d;verters is
used.
- May inconvenience local residents who ore forced to drive longer more circuitous paths to/from
their homes.
- Con generate confusion on the port of users unless signed carefully.
- May inconvenience local residents.
A-17
F:~Eh~;neee~Dov;dS~Teof~ngt~';<]s.dw9
HALF CLOSURES
De~riptlon:
- The street is portiolly closed to traffic by the construction of a physical barrier at the entrance
to the neighborhood to reduce cut through traffic.
Co~'
- *e~oproximotely $!5.000 per .10cot;on.
- Reduces cut through traffic.
-- May reduce traffic speeds.
- May require additional maintenance.
- Could be violated, especially in the late evening.
F:\Eng;neer~DovidS\Tra fMngt Fqg s.d wg
A-18
MID-BLOCK ROAD CLOSURE
Dgscription:
- Cul-de-socs ore creoted by closing the street mid-block using o Iondscoped islond.
PedestHon occess is provided ocross the islond.
- Approx;motely $20.000 to $,~O.OOO per Iocotlon.
~ Reduces through .[roffic V°lumes.
- Reduces speeds in the vicinity of the closure.
- Trofflc moy be diverted onto odjocent porollel streets.
- Molntenonce of the Iondscoped oreos will hove to be provided for.
- Emergency occess will be impeded.
- Locol residents moy be forced to drive more circuitous routes.
- There is o loss of on-street porklng.
A-19
F:\En(j;neer\Dov;d$\Tro f MngtRgs.~wg
Appendix B
Examples of Drive Around Traffic
Drive-around traffic could be a potential problem with some traffic calming
schemes. Two examples have been provided to illustrate the potential problems.
In both examples, the drive-around problem would not be completely fixed by
placing a post at the edge of the traffic calming device. There would still be open
space to drive through to get around the device.
In general, drive-around should not be a problem on streets with standard 6-inch
curbs. However, in locations that have so-called "mountable" curbs (curbs that can
be driven on) or along streets and alleys that have no curbs at all, the potential for
drive-around should be considered in any traffic calming design.
B-I
Appendix C
Ranking Criteria
APPENDIX C
Ranking Criteria
The Ranking Sum is determined by adding the total points awarded based on the
following ten criteria. The street segment yielding the highest numerical value from the
summation will be considered to have the highest priority. The street with the earliest
application date will have the highest priority among streets with the same ranking
summation value.
1.) SPEED
85th percentile speed is above the Awarded Points
posted speed limit by:
0 - 9 mph
10 - 12 mph
12- 13 mph
14- 15 mph
over 15 mph
1
2
3
4
5
2.)
Vehicles per day Awarded Points
0 - 1500
1500 - 1600
1600 - 1700
1700- 1800
overl900
1
2
3
4
5
3.)
Reported Accident (Except Auto/Pedestrian)
(Accidents along segment or within intersections within the segment but not
including accidents at the terminal intersections unless the terminal intersections
are interior to the neighborhood. Utilizes the most current 12 months of available
records.)
1 point per accident.
C-1
4.)'
Reported Auto/Pedestrian Accident .:.
(Accidents along segment or within intersections within the segment but not
including accidents at the terminal intersections unless the terminal intersections
are interior to the neighborhood. Utilizes the most current 12 months of available
records.)
2 points per accident
5.)
Percent Residential Land Uses
(Deed restricted vacant land will be counted towards the use to which it is
restricted. All other vacant land will not be included in the total.)
Percent Residential Awarded Points
0 - 20 1
20 - 40 2
40 - 60 3
60 - 80 4
80- 100 5
6.) Percent of Residential Lots Front Facing (as opposed to side abutting)
Percent Front Facing
0-20
Awarded Points
20 - 40 2
40 - 60 3
60 - 80 4
80- 100 5
7.)
Percent of Traffic which is Truck Traffic
(three axles or more)
Percent Truck Traffic
0-20
20 - 40
40 - 60
60 - 80
80- 100
Awarded Points
1
2
3
4
5
C-2
'8.)
Number of Institutions .:
(schools or parks within 1 lineal block on either end of the subject block;
hospitals, churches, licensed day care, or other institutional uses located on the
block of the proposed traffic calming device)
I point per institution - Maximum of 3 points.
9.)
Absence of sidewalks on subject block.
Points awarded: 1 Point
10.)
Evidence of Support
Percent of residents, businesses, and landowners living in or owning property
facing or having lot frontage on the street block on which traffic calming
device is proposed to be located which have indicated support for the proposal
through submittal of letter or petition signature.
Percent Supporting
0-85
Awarded Points
0
85 - 90 1
9O - 95 2
95-100 3
C-3
Appendix D
Application and Survey Forms
City of Pearland
Neighborhood Traffic
Management Program
3519 Liberty Dr.
Pearland, TX 77581
281-652-1600
Request for Traffic Management
The following is a request for Neighborhood Traffic Management. Each request must
contain the completed information as indicated in parts II and II1. The request will be
processed according to the procedures detailed in the Neighborhood Traffic Management
Program.
II.
Street-Study Information
Each request must provide the name of the street on which traffic management is
requested, as well as the boundaries for the street segment. Traffic studies will only be
conducted within the boundaries indicated. Please use intersecting streets for boundary
limits rather than block ranges.
Requested street:
Boundary Area:
From:
To:
III.
Contact Person Information
Each request must provide a contact person, who lives on the requested street, within the
area boundary. The contact person will receive all correspondence and be responsible
for gathering evidence of support when requested.
Name:
Address:
Pearland, Texas
Homeowner's Association:
Zip Code: Ph:
I agree to be the contact person for the above request, and I understand that a request
may not be automatically withdrawn once a traffic study determines the street to be
eligible for traffic-calming devices.
Signature: Date:
D- :[
City of Pearland
Neighborhood Traffic
Management Program
3519 Liberty Dr.
Pearland, TX 77581
281-652-1600
Traffic Calming Device
Survey Form
The party listed below has requested the installation of traffic calming devices within your
neighborhood. The locations and types of traffic calming devices are listed below. The City of
Pearland and your neighbors recognize the impact.that these devices may have on the aesthetic
qualities of your neighborhood. We are asking for your input regarding installation of these
devices. Please indicate whether or not you support this installation in the space provided below
and return this survey to the listed address. Only one response per household is required. Your
response is sincerely appreciated.
Devices to be Installed:
Type of Device: Location:
Type of Device: Location:
Type of Device: Location:
Please check one of the following boxes indicating your opinion of the installation:
I support the installation of the listed devices:
I do not support the installation of the listed devices: ~
I have no opinion regarding the installation: r'~
Signature:
Address:
Date:
Homeowner I---I
Renter ~'~
Please return this form to the listed address:
Name:
Address:
Pearland, Texas
Homeowner's Association:
Zip Code:
Ph:
D- 2
A hypothetical example of how a survey area would be developed for a
proposed traffic calming project has been provided in this section. The
proposed project is the installation of two speed bumps on a section of Street
D to lower traffic speeds. The following figure illustrates the situation:
( )
Houses that lie along the section of Street D where the speed bumps will be
installed will be included in the survey area because these residents will be
directly affected by the installation (both positive aspects, such as lower
speeds, and negative aspects, such as hump noise). Sections of Streets A, B,
C, and F will also be included in the survey area because of the potential for
traffic to be diverted from Street D onto those other streets if drivers attempt
to avoid the speed humps. Residences on Cul-de-Sac E will not be included
in the survey area because their houses do not lie along the traffic-calmed
street and traffic will not be diverted to the cul-de-sac.
D-3