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Ord. 1301 2006-09-25 - CodifiedORDINANCE NO. 1301 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF PEARLAND, TEXAS, ADOPTING A TRAFFIC POLICY AND AMENDING SECTION 29-206 OF CHAPTER 29, ARTICLE XI, TRAFFIC CONTROL DEVICES, OF THE CITY OF PEARLAND CODE OF ORDINANCES, HAVING A SAVINGS CLAUSE, A SEVERABILITY CLAUSE, AND A REPEALER CLAUSE; PROVIDING FOR CODIFICATION. BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF PEARLAND, TEXAS: Section 1. That the City of Pearland Traffic Policy, attached hereto as Exhibit "A", is hereby adopted. Section 2. That Chapter 29, Article XI, Traffic Control Devices, of the City of Pearland Code of Ordinances, is hereby amended to read as follows: "Section 29-206. General powers. The City Manager or his designee, utilizing the City's Traffic Policy, shall place and maintain traffic -control signs, signals and devices when and as required under this chapter to make effective the provisions of this chapter, and may place and maintain such additional traffic -control devices as deemed necessary to regulate traffic under this chapter or state law or to guide or warn traffic. It shall be the duty of the City Manager or his designee to ensure that any decision pursuant to this Section is made in accordance with the Texas Manual on Uniform Traffic Control Devices. ORDINANCE NO. 1301 Section 3. Savings. All rights and remedies which have accrued in favor of the City under this Chapter and amendments thereto shall be and are preserved for the benefit of the City. Section 4. Severability. If any section, subsection, sentence, clause, phrase or portion of this ordinance is for any reason held invalid, unconstitutional or otherwise unenforceable by any court of competent jurisdiction, such portion shall be deemed a separate, distinct, and independent provision and such holding shall not affect the validity of the remaining portions thereof. Section 5. Codification. It is the intent of the City Council of the City of Pearland, Texas, that the provisions of this ordinance shall be codified in the City's official Code of Ordinances as provided hereinabove. PASSED and APPROVED ON FIRST READING this the 25th day of September, A.D., 2006. ATTEST: APPROVED AS TO FORM: er4(----' DARRIN M. COKER CITY ATTORNEY 2 TGM REID MAYOR ORDINANCE NO. 1301 PASSED and APPROVED ON SECOND AND FINAL READING this the 9th day of October, A. D., 2006. APPROVED AS TO FORM: 04.,__-__ ft, Cet-- DARRIN M. COKER CITY ATTORNEY TOM REID MAYOR 3 Exhibit "A" Ordinance No. 1301 City of Pearland Traffic Policy The City of Pearland has adopted these policies and procedures to provide a uniform methodology to address and mitigate unacceptable traffic conditions on the city's public streets. Communication, cooperation and involvement in fostering consensus in the identification of traffic -related issues and their resolution are an integral component of these policies and procedures. All actions taken under this policy should be in accordance with the Texas Manual on Uniform Traffic Control Devices. This policy applies only to streets controlled by the City of Pearland. Issues involving streets controlled by the State of Texas will be coordinated through the City Engineer's office. I. TRAFFIC REVIEW COMMITTEE The City Manager shall appoint a City Traffic Review Committee comprised of the Traffic Director, Chief of Police, City Engineer, and Director of Public Works or their designee. The Traffic Review Committee shall serve as a decision making body for issues falling under the Traffic Procedure (Appendix I). These include: • Requests for no parking along certain residential streets • Requests to limit cut through traffic • Requests for crosswalks • Requests for children at play signage • Requests for other advisory or advanced warning signage • Requests to limit speeding • Requests to lower posted speed limits • Requests for stop signs • Requests for traffic signals • Requests for traffic calming devices The Committee shall serve as an advisory body to the City Council for issues that do not fall under the Traffic Procedure. These include, but are not limited to, requests for right - turn or left -turn lanes, u-turns, Hazardous Materials Routes, and Evacuation Routes. The functions of the Traffic Review Committee shall include the following: • Review all traffic engineering studies, analysis and reports relative to requests for traffic control devices or actions. • Determine, based on the Traffic Procedure, if requests for traffic control devices or actions meet the minimum warrant, criteria or standards of the City for implementation of the requested device(s) or action(s). • Make recommendation to the Traffic Director for consideration of those requests for traffic control devices or actions that fall under the Traffic Procedure; the Traffic Director will determine whether each request can be handled at the staff level, or should be sent to City Council for review. • Notify the party initiating the request that: • the request has been approved by the Traffic Review Committee and will be recommended to the Traffic Director; or, • the request has not met the city's warrants, criteria or standards for the requested traffic control device or action and has been denied by the Traffic Review Committee. The staff report justifying the Traffic Review Committee's denial will be attached to the notice to the initiating party. Staff will also communicate that the initiating party may appeal any request denied by the Traffic Review Committee to City Council within fifteen (15) days of the Traffic Review Committee action. • In cases that do not fall under the Traffic Procedure, complete the necessary studies, analysis, and reports to provide the Traffic Director and City Council with sufficient information to make an informed decision. • Implement or adjust times for school zones as requested by an Independent School District. The procedure for intake, routing, and tracking traffic issues and concerns is represented by the flowchart in Appendix II. II. INITIATING A TRAFFIC ENGINEERING STUDY The City Engineer may conduct a Traffic Engineering Study ("traffic study") on a street or intersection when: • City staff has been contacted and advised of a traffic problem or dangerous condition. To maintain a chain of communication, the initiating party may be asked to submit the request in brief, written form. A petition to initiate a conventional traffic study will not normally be required. • City Council has directed staff to address a traffic issue. • Another agency requests the City's participation in a cooperative traffic study. • City staff initiates a traffic study. All Traffic Engineering Studies should be coordinated by the City engineer. If an issue surrounding the consideration of implementation of a traffic control device or similar action has been addressed by a prior traffic study, the initiating party will be advised of the results of the previous study and that no further action will be taken by City staff on the issue unless or until there has been a recognizable change in area conditions or traffic characteristics. If a traffic control issue is remedial (missing sign, faded pavement legends, traffic signal malfunction, burned out street light etc.), or regarding parking restrictions, or the need for more signs or striping for traffic calming or information; then the Director of Public Works may take the appropriate corrective action, advise the initiating party of his action and place a memorandum in the Traffic Database describing the corrective action. The City Engineer may decline to conduct a traffic study if: • Any requested action is in conflict with laws of the State of Texas or other similar City policy. • Any requested action has been the subject of a prior traffic study. • Any requested action is not directly related to traffic and transportation engineering practices. • Any requested action, as determined by the Traffic Review Committee, does not represent the best interest of the City. III. TRAFFIC ENGINEERING STUDY The traffic study is a five part procedure and may, depending upon the nature of the issue, evaluate: • Street Characteristics The traffic study will review the existing street or intersection characteristics to include: a) Street width, improvements, alignment and lighting. b) Existing traffic control. c) Sight distance restraints, if applicable. d) Development and access characteristics. • Traffic Characteristics The traffic study will measure traffic characteristics applicable to the initiating request, which may include any or all of the following: a) Directional 24-hour weekday traffic counts (mechanical). b) Directional weekday peak hour vehicle and pedestrian counts (manual). c) Directional "through" traffic surveys. d) Directional weekday peak hour radar speed zone surveys or 24-hour Speed Profiles. The radar survey will generally measure the speeds of 100 samples. The Speed Profile will measure the speed of all vehicles on the study street for a 24-hour or longer period. e) Diagram and review the characteristics of all police -investigated accidents occurring at the study location for a 1-3 year period. f) Traffic composition surveys (i.e.: commercial vehicle by number of axles vs. conventional passenger vehicles). • Data Evaluation The traffic study data is compiled into a statistical format and applied to recognize engineering warrants, criteria and standards. Warrants, criteria and standards are not considered "absolutes" in the determination of traffic control need but are intended to provide guidelines, in conjunction with engineering judgment for the Traffic Director, Traffic Review Committee and the City Council to compare the conditions at a study location with those conditions that have necessitated traffic control installations at other similar locations to successfully resolve traffic issues. • Traffic Report Upon completion of the traffic study, City engineering staff for presentation will prepare a report to the Traffic Review Committee. The initiating party will be provided a copy of the staff report. If the Traffic Review Committee's recommendation is to approve the implementation of a traffic control device, that recommendation will be presented to the Traffic Director for consideration. The Traffic Director may take the following actions upon consideration of the Traffic Review Committee's recommendation: 1. Approve, modify or deny the staff recommendation, 2. Continue the item for further deliberations or citizen input; or, 3. Return the issue to staff for additional analysis or alternatives. IV. IMPLEMENTATION OF A TRAFFIC CONTROL DEVICE Upon the Traffic Director's request to install a traffic control device, the City Engineer will direct the appropriate department, agency or contractor for the traffic control device installation. A copy of the executed Work Order will become a part of the project file. The Traffic Director may deviate from the traffic engineering policy and procedures by stating specific grounds by which to substantiate the reason(s) for the deviation. APPENDIX I: TRAFFIC PROCEDURE Staff will work with the requesting party to fully understand the nature of the traffic issue and will apply one of the following subset procedures as needed. Each subset procedure shall be performed and implemented if warranted in accordance with the Texas Manual on Uniform Traffic Control devices, latest edition, the City's Designs Standards, City Ordinances and the Highway Capacity Manual, latest edition. In all cases, staff will maintain communication with the requesting party throughout the process, and inform all affected property owners of any pending changes. The City Engineer shall post details of proposed changes, as well as any Traffic Engineering Studies ordered, on the City website during the review period. NOTE: For No Parking Requests and Cut -Through Traffic Requests, "affected property owners" shall include all homes whose front, rear, or side yard adjoins the street or alley segment in question, as well as houses that adjoin streets onto which traffic may be diverted as a result of any proposed change. In each case, the City Engineer will review the request and determine the affected area. No Parking Requests: • In order to implement a No Parking zone along a street, the originator of the request will be responsible for obtaining a written consensus by petition of all of the affected property owners contained within the defined area. Within the subject area defined mutually by the Traffic Review Committee and the requesting party, 100% of the affected property owners must sign the petition. • To reverse a portion or all of a No -Parking zone along a street, 75% percent of the affected property owners must sign a petition as implemented through these policy guidelines. • "No Parking" signs will be posted by the entire street, block or logical termination point as determined by the Traffic Review Committee and the requesting party. Other advisory or advanced warning signs will be placed as dictated by sound common engineering practice or the Texas Manual on Uniform Traffic Control devices, latest edition. • All No -Parking zone applications shall be thoroughly reviewed by the Public Works Department after a period of two full years from the date of implementation. The No -Parking zone shall remain in effect unless a compelling safety reason is discovered. Cut Through Traffic Requests: • In order to implement a plan which limits cut through traffic, the originator of the request will be responsible for obtaining a written consensus by petition of all property owners contained within the defined area. Within the subject area defined mutually by the Traffic Review Committee and the requesting party, 75% of the affected property owners must sign the petition. • To reverse any portion or all of a plan which limits cut through traffic, 75% of the affected property owners must sign a petition as implemented through these policy guidelines. Requests for Crosswalks: • The Public Works Department will communicate with the requesting party to fully understand their request and thoroughly define the requested location(s) for the crosswalk. • The Traffic Review Committee will study the requested location and perform a crosswalk analysis which includes volume of pedestrian traffic, proximity of the subject location to schools, parks, swimming pools, retail centers, hike and bike facilities, vehicular traffic volume, etc. • Crosswalks shall not be placed in the middle of a block. • Crosswalks shall not be placed at uncontrolled intersections; meaning those without existing stop signs or traffic signals. Requests for Children at Play Signs: • Staff will communicate with the requesting party to fully understand their request and thoroughly define the requested location(s) for the sign(s). The requesting party will be informed that Children at Play signs will not be installed at any locations other than those directly adjacent to a public park or public swimming pools. • The Traffic Review Committee will study the requested location and perform an advisory sign analysis which includes volume of pedestrian traffic, proximity of the subject location to schools, parks, swimming pools, retail centers, hike and bike facilities, vehicular traffic volume, etc. • Children at play signs shall only be placed at locations adjacent to public parks or public swimming pools. Requests for Other Advisory or Advanced Warning Signs: • Staff will communicate with the requesting party to fully understand their request and thoroughly define the requested location(s) for the sign(s). The requesting party will be informed that it is City policy to install advisory or advanced warning signs only in accordance with the Texas Manual on Uniform Traffic Control devices, latest edition. • The Traffic Review Committee will study the requested location and perform an advisory/advanced warning sign analysis which includes volume of pedestrian traffic, proximity of the subject location to schools, parks, swimming pools, retail centers, hike and bike facilities, vehicular traffic volume, etc. Requests to Limit Speeding along Specific City -Controlled Streets: • Staff will notify the Police Department and request speed enforcement for the subject area. The requesting party's issue will be entered into the Traffic Database to search for similar complaints in the subject area. • If there are more than two similar complaints in less than one year in the Traffic Database regarding the subject area, the City's speed trailer will be used in addition to the Police Department speed enforcement. • If the speed enforcement and speed trailer deployment do not achieve the desired result, the property owner(s) may pursue additional measures using the procedures prescribed in the Traffic Calming Policy (see attached). Requests to Lower the Posted Speed Limit along Specific City -Controlled Streets: • The requesting party's issue will be entered into the Traffic Database to search for similar requests in the subject area. • Under no circumstance shall any street within the incorporated City limits have a speed limit of less than 30 miles per hour per Texas State Law or City Ordinance. • A speed study will be performed to determine the 85th percentile of speed. This information in conjunction with pedestrian traffic volume, roadway curvature, the number of traffic accidents, sight distance restrictions, etc. will be considered. • Should changes be warranted, the Public Works Department will share the proposed changes with the affected property owners before they are implemented. Requests for Stop Signs or Traffic Signals: • The requesting party's issue will be entered into the Traffic Database to search for similar requests in the subject area. • A field visit to the subject location will be made to determine if the request is valid and warrants additional study. • Stop signs or traffic signals shall not be installed within the corporate City limits of the City of Pearland unless approved by an authorized warrant analysis. • Stop signs or traffic signals shall not be installed for the purpose of controlling the speed of a roadway as they have been shown to become a hazard at times when installed without warrant. • Implementation of the plan will be in accordance with necessary budget considerations. • Should changes be warranted, the Public Works Department will share the proposed changes with the affected property owners before they are implemented. Requests for Traffic Calming Devices: • Traffic calming is the application of specific devices or strategies to reduce the incidence of excessive speed or excessive traffic volumes on residential streets. • The City of Pearland has an existing Traffic Calming Policy (see attached). • Traffic Calming issues should be processed in accordance to the Traffic Calming Policy. RESOLUTION NO. R2002-89 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PEARLAND, TEXAS, APPROVING AND ADOPTING A TRAFFIC CALMING POLICY. 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 10 day of (ll1NE A.D., 2002. ATTEST: APPROVED AS TO FORM: DARRIN M. COKER CITY ATTORNEY Traffic Calming Policy June 2002 Table of Contents Content Page Introduction 3 Policies And Procedures 4 Speed Limits, Intersection Controls, Parking Restrictions, And Signage 6 Resident Roles In The Neighborhood Traffic Management Program 9 Traffic Calming Devices Appendix A Traffic Calming Device Examples Appendix B Examples of Drive Around Traffic Appendix C Ranking Criteria Appendix D Application and Survey Forms 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 Pearland 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 the 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. Additionally, the need for quick response times by first responders can be in conflict with local resident's desires to make speedy travel on a street impossible. These issues may be considered in a mariner that will bring a balanced solution. This program intends to promote a framework through which the City of Pearland can develop constructive relationships with local residents and homeowner's associations for solving traffic • - related problems in neighborhoods. 3 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 l accessibility 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, waming, 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 followingmust occur: 1. 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. 3. 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 85t-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 85 -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: 6 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. 7 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. 8 RESIDENT ROLES IN THE NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM Two of the goals of the Neighborhood Traffic Management Program are: 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 are often complicated issues that require a great deal of patience and hard work to solve. When the City determines that drastic measures are 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 9 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: 1. The impact of the device on street users including motorcyclists, bicyclists, and pedestrians; 2. The impact of the device on drainage patterns; 3. The anticipated impact of the device on vehicular speeds and volumes; 4. The potential impact on other streets or alleys from diverted traffic; 5. The potential impact on emergency response vehicles and street maintenance activities; and 6. 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-piex 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 11 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 as it troverses through them. Purpose: —To alert motorists to unusual conditions ahead. Cost: — Highly variable. Approximately $1,000 — $5,000 per locution. Locations: — 30 mph posted speed — 200' in advance. — 40 mph posted speed - 325' in advance. Positive Aspects: — Vehicles may be slowed down up to 5 mph. — Driver's attention is alerted to heighten safety. — Low cost installation than con easily be removed or changed. Negative Aspects: — Very high level of noise pollution for adjacent residents. — High maintenance is required to reattach dots or strips to the pavement. F:\Engineer\DavidS\Ira (Mn g tFi gs.dwg A-1 MICE • NARROWING LANES Dosertpdon: — Striping is used to create norrow 10 feet wide tones. This' gives drivers the feel of a narrow street thot does not lend itself to high speeds. Cost — The costs vary depending on the length of street, but ore not anticipated to exceed $3.000 per mile. Positive Aspects: — Chonges con be quickly implemented. — The striping con be easily modified: if point is used. — Speed may decrease and safety is improved through the provision of positive guidance to drivers. Negative Aspects: — Would increose regular maintenance. — Residents do not olwoys perceive striping is on effective tool for speed reduction. — Cost of resurfacing residential streets will increase. A-2 F:\Engineer\flavidS\Trot)/ngtFigs.d wg EXISTING STOP SIGN 7 RELOCATE STOP STOP SIGN REVERSAL STOP RELOCATE f EXISTING STOP SIGN 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 are balanced, the stop sign locutions could be switched to stop the other street. The cost for switching stop signs would be Tess than S500 per location. Positive Aspects: — Changes con be easily made.. — Troffic speed may be reduced' in the vicinity of the stopped approaches. Negative Aspects: — The speeds may increase on the unstopped approaches. — There is high potential for violation of stops unless enforced periodically. — Not always favorable to residents immediately adjacent to new stop sign locations. — Potential for rear end accidents is increased in the short term. F:\Engineer\DavidS\TrafMngtFigs.dwg A-3 000a cf0 CHOKERS Description: — Narrowing of . a street at an - intersection. mid —block or • a segment •of o %street• in order to reduce width. of. the - troveled—woy: by .construction of •o wider sidewalk or • londscope strip. Cart; —Highly variable, Approximately S5,000 — S20,000 per location. PosWveAspe w — Slight slowing is normally the result. — Shorter pedestrian crossing distances and better motorist —pedestrian visibility of each other. — Creates added streetscape ore° for pedestrians and/or landscaping. — Can discourage truck entry. — Allows signs to be placed closer to driver's cone of vision. NegadveAspatr — Potential obstacle for motorist to run into. — May impede bicycle mobility and safety. — Can impede legitimate truck movements. — May require reworking of surface drainage. A-4 F:\Engineer\DavidS\TrotMngtFigs.dwg GATEWAYS Desorption: — A special entrance .feature. similar• to. a choker;that •narrows.. a street at -the intersection in order to reduce width of the troveled—way. This is not a gate. Chokers are usuolly located within the block or at intersections. Gateways ore considered more dramatic and provide identity to o neighborhood. The exoct configuration of the gateway treatment will depend upon the locution of the gateway. i.e.. conflicts with driveways. Medians can also be added to street to slow turning movements and enhonce the street. Cost: — Highly vorioble, Approximately 115,000 — S15.000 per location. Positive Aspects: — Creates on identity to a neighborhood. — Creates added streetscope area for londscoping or monuments. — Con discourage truck entry. — Allows signs to be ploced closer to driver's cone of vision. Negative Aspects: — Con impede legitimate truck movements. — Increased mointenonce costs. A-5 F:\Erigineer\DovidSVroflAngtFigs.dwg INTERSECTION 'CHANNEL IZA TION Desatption: — T—intersections are channelized so that vehicles ore not traveling. in a straight path. This hos the effect of slowing vehicles dawn. Cost: — Approximotely $30,000 per location. Positive Aspects: — Slows vehicle speeds. - No significant impedance of fire and transit service. Negative Aspects: — Landscaping and signing/striping maintenance will be required. — Loss of on —street parking will occur. A-6 F:\EneineerVlavidS\traffAnetFigs.Osig MEDIAN BARRIER Dercription: — A physical barrier on a . non —Ideal street which. can effeetively.•.elliniaate local• street straight —through and 'left .turn traffic` ocross,.thei •non=locol::street. ; :A median• barrier con take many forms, ranging from o closely —spaced Tow..ot' fleidttle,-delireator posts to o' series of •pre —cost curb sections affixed to the pavement to o temporarily—ploced't`but _imrnovoble 3'• high concrete barrier (K—Roil) to an asphalt/concrete curbed island: -with or:without o • decorative landscaping and surface treatment. Costs vary widely among thoee options. The .device;' is also" known as o "worm.' — A full median .with no breaks can' alsi6=be •used•: &o. prohibit all left turns. — Highly variable. PadtiveArpectc — Makes the intersection safer by redticirig% the ruriiber of :conflicting movements. — Reduces locol street volumes. — Negates the possible need for future expensive traffic signal. & pave Aspects:. — The physicol barrier may shift traffic to other -locations where left turn opportunities exist. — This tool: may. inconvenience local residents who willbe forced to drive longer more circuitous poths to reach..• their destination: F:\Engineer\DavidS\Traf UnglFgs.dwg Approximotely $5,000 to $20,000 per location. NECK DOWNS Description: — Physical curb reduction of rood width of intersections by widening of street corner to discourage cutthrough traffic and to help define neighborhoods. Cost —Highly variable. Approximately $10,000 to $30,000 per location. Positive Aspects: — May be aesthetically pleasing. if landscoped. — Good for pedestrians due to shorter crossing. — Con be used in multiple application. Nega iue Aspects: — Increased landscaping maintenance. — Landscaping may cause sight distance problems. A-8 F:\Engineer\DovidS\Trof Mngt Figs.dwg ONE-WAY STREET(S) Description: — One or more streets designated as "one—woy"_ Cast: — Approximately $1.000 to $5,000 per location. Positive Aspects: — May reduce total volume on subject street. — Adds vehicle capacity to a street. — Safety is inherently greater on one woy segments, but care must be taken to handle intersection treatments properly. Negative Aspects: — Can encouroge increased speeds. — Adverse travel distance results for local residents. — May shift diverted traffic to another street. A-9 F:\Engineer\oovidS\TratMng tFigs.dwg RAISED INTERSECTIONS 1 so. OMNI.,--• � f it Description: — A roised plateau of roadway where roods intersect. The plateau is generally about 4" higher than the surrounding streets. This opplication is best for locations with high pedestrian volumes with significant safety concerns related to traffic speeds. Cart: — Approximately S50,000 to $100,000 per location. Positive Aspects: — Effective speed control. — Aesthetically pleasing if well designed. — Good pedestrian safety treatment. — Con be used on higher or lower volume streets. Negative Aspects — Expensive toconstruct and maintain. — Affects emergency vehicle response time. A-10 F:\EngineerVavidS\Tralungtrigs.dwg TRAFFIC CIRCLE Description: — A small circular island ploced in the center of on existing local street intersection. Some may also refer to this device as o -roundabout'. Cost — Approximately S10.000 to S20.000 per location. Positive Aspects: — A noticeable reduction in speeds. — Reduces accident potential. — Under certain conditions capacity can be increased. — Con be used instead of stop signs. Negative Aspects: — Required safety signing moy detract from : its aestheticquality. - Pedestrians and bicyclists must adjust to less troditionol crossing patterns. — Some parking moy be lost on •opprooches. to accommodate vehicles' deflected paths. — May increase accidents until drivers become occustomed to chonge. A-11 F:\Engineer\DovidS\Fro(MngtFigs.d wg 1 SERPEN77NE Drcrarptioa: — A narrow serpentine road is created for several hundred feet using curbs and landscaping. Cart: — Approximately $50,000 to $75,000 per location. Pensive Aspects: — Reduces vehicle speed. — Moy reduce through traffic volumes.' Negative Aspec : — Increased maintenance for landscaping and pavement. — Significant loss of on —street parking. — Most residents would hove driveway affected by this type of installation. — Fire and tronsit services would be affected. A-12 F•\Engineer\DavidS\Traf tengtf igs.dag SPEED EUMPS Edon: — Mounds of paving material placed across a roadway for the .purpose of .cousing motorists -to reduce their operating speed while driving on the 'roadway. Cost: — Approximately $ 1,500 to $3,000 per hump. Locotfo,u: — Short block, single mid —block hump usually adequate. — Longer blocks and continuous street sections. two or more humps spaced approximately 200 feet to 600 feet apart. PositfarAspectr: — Reduces speed. — Can cause traffic to shift .to arterigl system and no longer cut through the. neighborhood. Negoti►e4rpeetr: — Con cause traffic to shift to parallel residential streets. — Affects emergency response times. — Contents of vehicle con be jarred. — Increase in noise adjacent to hump. A-13 F:\Engineer\OavidS\Trofungtrgs.durg — wean. —moms arrsca 000 TURN RESTRIC77ON USING DELINEATORS Detaiptlow — Delineators glued or doweled to the pavement surface are used to create a barrier to prevent vehicles from making certain movement in and out of o Iocol street. The delineators ore typically placed along the centerline of the major collector street. Corr — Approximately S1.000 to S10.000 •depending on the number and types of delineators. PositiveAapects: — Reduces through volume of traffic. — Reduces rear —end and left —turn accidents at major or collector street intersection with local streets. — Low cost installation that can easily be removed or changed. NegauueArpeca: — Little reduction in troffic speeds. — Could potentially make it more circuitous for residents to reach their destinotions. — May divert traffic onto odjocent streets. A-14 F:\Emineer\DavidATrafLingtFigs.dwg DRAINAGE CHANNEL • SEPARATION UNE CURB UNE -\ 10'—JO TWO LANE ANGLED SLOW POINT — Three islands ore used to create an 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 odjacent to the curb ore typically londscaped. Corp — Approximately $10.000 to $20,000 per location. Positi►wAspects: - Slows vehicle speeds. • — Fire and transit vehicles are not impeded significantly. Negative Aspects: — toss of on —street parting, — Landscaping and signing/striping has to be regularly maintained. A-15 F:\Engineer\DovidS\TralMngtF'gs.dwq (.4-70 I al ■ fl i i ll ll CUL-DE-SAC Description: — Complete closure of a street either of on intersection or at o- mid —block: location. Care — Approximotely S50,000 per location. ParidveAspects: — Very effective at eliminating most of the previously speeding traffic on the block. — Very effective at reducing volumes. — Can be landscaped for on attractive effect to convey street discontinuity. — Mid —block type con be effectively used where abutting land uses change. — Improved traffic safety. Negative Aspects: — Con negatively affect response times for emergency service. — In forge neighborhoods. con shift a problem elsewhere unless a strotegie pattern of cul—de—sacs are used. — Con generate confusion on the part of users unless signed carefully. — May inconvenience focal residents. A-16 F:\Engineer\DavidS\TrafkIngifIgs.dwg DIAGONAL DIYERTER De criptia — Barriers between diagonally opposite corners of a 4—legged: intersection, thus creating two unconnected L—shaped intersections. Cora — Approximately $10,000 to S30.000 per location. PositiveAspear: — Reduces speed. — Con achieve a 20% to 70% reduction in volumes. — Reduces occident potential by eliminating conflicting traffic movements. — Advantage over complete street closure (cul—de—sac) in that it has a lesser impact on - circulation, os it actually creates no dead—end streets.. Local residents and service vehietes may view this as 'o benefit 'in that their routes con be more direct. — Con be attractively landscaped. NegativeAapecir: —• In a. large neighborhood, con shift problems elsewhere unless a strategic pattern of diverters is used. — May inconvenience local residents who are forced to drive longer more circuitous paths to/from their homes. — Con generate confusion on the port of users unless signed carefully. Moy inconvenience Iocol residents. A-17 f:\Engineer\Devid5\TeanAngtr:gs.dwg HALF CLOSURES Description: — The street is partially closed to traffic by the construction of a physicol barrier of the entrance to the neighborhood to reduce cut through traffic. Cost: — Approximately 315,000 per location. PosfaheAspeca: — Reduces cut through traffic. — May reduce traffic speeds. Negative Aspects — Moy require additional maintenance. — Could be violated. especially in the late evening. A-18 F:\F.nginear\DavidS\Tro f UngtFig s.d wg MID-BLOCI ROAD CLOSURE Daaiptfon: — Cul—de—sots are created by closing the street mid —block using a landscaped island. Pedestrian access is provided across the island. Cott — Approximately S20.000 to f50.000 per locotion. Positive Aspeetr: - Reduces through traffic. volumes. — Reduces speeds in the vicinity of the closure. Negative Aspects: Traffic may be diverted onto adjacent parallel streets. Maintenance of the londscoped areas will have to be provided for. — Emergency access will be impeded. — local residents may be forced to drive more circuitous routes. — There is a Toss of on —street parking. A-19 F:\Engineer\ClovidS\TrafMngtfigs.dwg 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-1 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 2.) 85(h percentile speed is above the posted speed limit by: Awarded Points 0-9mph 1 10—l2mph 2 12-13 mph 3 14-15mph 4 over 15 mph 5 Vehicles per day Awarded Points 0-1500 1 1500 —1600 2 1600 —1700 3 1700 —1800 4 over 1900 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 Awarded Points 0-20 1 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 Awarded Points 0-20 1 20 - 40 2 40-60 3 60-80 4 80-100 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) 1 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 Awarded Points 0-85 0 85-90 1 90-95 2 95-100 3 C-3 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 7 3 Appendix II - Traffic Review Procedure C. Traffic Issue Presented to. -- City Staff (any dept) / Can Issue be Addressed With Increased Enforcement ? Can Issue be Addressed with Non -Regulatory Signage or Strinin e? Yes Yes Address Issue With Increased Enforcement. Address Issue With Non - Regulatory Device. Apply Yes Is Issue No Forward Traffic Addressed in ` to Procedure Traffic City Engineer Procedure? Does Issue Require Engineering Study? No Committee Reviews Issue and Forwards to Traffic Director with Recommendation Yes City Engineer Coordinates Traffic Engineering Study Does Issue Meet Existing Criteria for Corrective 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 Ill. The request will be processed according to the procedures detailed in the Neighborhood Traffic Management Program. 11. 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: 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 Zip Code: Ph: Homeowner's Association: 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: 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: Signature: Address:. Homeowner 0 0 E Date: Please return this form to the listed address: Name: Address: Renter Pearland, Texas Zip Code: Ph: Homeowner's Association: 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 DRAFT City of Pearland Traffic Policy The City of Pearland has adopted these policies and procedures to provide a uniform methodology to address and mitigate unacceptable traffic conditions on the city's public streets. Communication, cooperation and involvement in fostering resident consensus in the identification of traffic -related issues and their resolution are an integral component of these policies and procedures. All actions taken under this policy should be in accordance with the Texas Manual on Uniform Traffic Control Devices. This policy applies only to streets controlled by the City of Pearland. Issues involving streets controlled by the State of Texas will be coordinated through the City Engineer's office. I. TRAFFIC REVIEW COMMITTEE The City Manager shall appoint a City Traffic Review Committee comprised of the Traffic Director, Chief of Police, City Engineer, and Director of Public Works or their designee. The Traffic Review Committee shall serve as a decision making body for issues falling under the Neighborhood Traffic Procedures (Appendix I). These include: • Requests for no parking along certain residential streets • Requests to limit cut through traffic • Requests for crosswalks • Requests for children at play signage • Requests for other advisory or advanced warning signage • Requests to limit speeding , • Requests to lower posted speed limits • Requests for stop signs • Requests for traffic signals • Requests for traffic calming devices The Committee shall serve as an advisory body to the City Council for issues that do not fall under the Neighborhood Traffic Procedures. These include, but are not limited to, requests for right -turn or left -turn lanes, u-turns, Hazardous Materials Routes, and Evacuation Routes. The functions of the Traffic Review Committee shall include the following: • Review all traffic engineering studies, analysis and reports relative to requests for traffic control devices or actions. • Determine, based on the Neighborhood Traffic Procedures, if requests for traffic control devices or actions meet the minimum warrant, criteria or standards of the City for implementation of the requested device(s) or action(s). • Make recommendation to the Traffic Director for consideration of those requests for traffic control devices or actions that fall under the Neighborhood Traffic Procedures; the Traffic Director will determine whether each request can be handled at the staff level, or should be sent to City Council for review. • Notify the party initiating the request that: • the request has been approved by the Traffic Review Committee and will be recommended to the Traffic Director; or, • the request has not met the city's warrants, criteria or standards for the requested traffic control device or action and has been denied by the Traffic Review Committee. The staff report justifying the Traffic Review Committee's denial will be attached to the notice to the initiating party. Staff will also communicate that the initiating party may appeal any request denied by the Traffic Review Committee to City Council within fifteen (15) days of the Traffic Review Committee action. • In cases that do not fall under the Neighborhood Traffic Procedures, complete the necessary studies, analysis, and reports to provide the Traffic Director and City Council with sufficient information to make an informed decision. • Implement or adjust times for school zones as requested by an Independent School District. The procedure for intake, routing, and tracking traffic issues and concerns is represented by the flowchart in Appendix II. II. INITIATING A TRAFFIC ENGINEERING STUDY The City Engineer may conduct a Traffic Engineering Study ("traffic study") on a street or intersection when: • City staff has been contacted and advised of a traffic problem or dangerous condition. To maintain a chain of communication, the initiating party may be asked to submit the request in brief, written form. A petition to initiate a conventional traffic study will not normally be required. • City Council has directed staff to address a traffic issue. • Another agency requests the City's participation in a cooperative traffic study. • City staff initiates a traffic study. All Traffic Engineering Studies should be coordinated by the City engineer. If an issue surrounding the consideration of implementation of a traffic control device or similar action has been addressed by a prior traffic study, the initiating party will be advised of the results of the previous study and that no further action will be taken by City staff on the issue unless or until there has been a recognizable change in area conditions or traffic characteristics. If a traffic control issue is remedial (missing sign, faded pavement legends, traffic signal malfunction, burned out street light etc.), or regarding parking restrictions, or the need for more signs or striping for traffic calming or information; then the Director of Public Works may take the appropriate corrective action, advise the initiating party of his action and place a memorandum in the Traffic Database describing the corrective action. The City Engineer may decline to conduct a traffic study if: • Any requested action is in conflict with laws of the State of Texas or other similar City policy. • Any requested action has been the subject of a prior traffic study. • Any requested action is not directly related to traffic and transportation engineering practices. • Any requested action, as determined by the Traffic Review Committee, does not represent the best interest of the City. III. TRAFFIC ENGINEERING STUDY The traffic study is a five part procedure and may, depending upon the nature of the issue, evaluate: • Street Characteristics The traffic study will review the existing street or intersection characteristics to include: a) Street width, improvements, alignment and lighting. b) Existing traffic control. c) Sight distance restraints, if applicable. d) Development and access characteristics. • Traffic Characteristics The traffic study will measure traffic characteristics applicable to the initiating request, which may include any or all of the following: a) Directional 24-hour weekday traffic counts (mechanical). b) Directional weekday peak hour vehicle and pedestrian counts (manual). c) Directional "through" traffic surveys. d) Directional weekday peak hour radar speed zone surveys or 24-hour Speed Profiles. The radar survey will generally measure the speeds of 100 samples. The Speed Profile will measure the speed of all vehicles on the study street for a 24-hour or longer period. e) Diagram and review the characteristics of all police -investigated accidents occurring at the study location for a 1-3 year period. f) Traffic composition surveys (i.e.: commercial vehicle by number of axles vs. conventional passenger vehicles). • Data Evaluation The traffic study data is compiled into a statistical format and applied to recognize engineering warrants, criteria and standards. Warrants, criteria and standards are not considered "absolutes" in the determination off traffic control need but are intended to provide guidelines, in conjunction with engineering judgment for the Traffic Director, Traffic Review Committee and the City Council to compare the conditions at a study location with those conditions that have necessitated traffic control installations at other similar locations to successfully resolve traffic issues. • Traffic Report Upon completion of the traffic study, City engineering staff for presentation will prepare a report to the Traffic Review Committee. The initiating party will be provided a copy of the staff report. If the Traffic Review Committee's recommendation is to approve the implementation of a traffic control device, that recommendation will be presented to the Traffic Director for consideration. The Traffic Director may take the following actions upon consideration of the Traffic Review Committee's recommendation: 1. Approve, modify or deny the staff recommendation, 2. Continue the item for further deliberations or citizen input; or, 3. Return the issue to staff for additional analysis or alternatives. IV. IMPLEMENTATION OF A TRAFFIC CONTROL DEVICE Upon the Traffic Director's request to install a traffic control device, the City Engineer will direct the appropriate department, agency or contractor for the traffic control device installation. A copy of the executed Work Order will become a part of the project file. The Traffic Director may deviate from the traffic engineering policy and procedures by stating specific grounds by which to substantiate the reason(s) for the deviation. APPENDIX I: NEIGHBORHOOD TRAFFIC PROCEDURE Staff will work with the requesting party to fully understand the nature of the neighborhood traffic issue and will apply one of the following subset procedures as needed. Each subset procedure shall be performed and implemented if warranted in accordance with the Texas Manual on Uniform Traffic Control devices, latest edition, the City's Designs Standards, City Ordinances and the Highway Capacity Manual, latest edition. NOTE: For No Parking Requests and Cut -Through Traffic Requests, "affected property owners" shall include all homes whose front, rear, or side yard adjoins the street or alley segment in question, as well as houses that adjoin streets onto which traffic may be diverted as a result of any proposed change. In each case, the City Engineer will review the request and determine the affected area. No Parking Requests: • In order to implement a No Parking zone along a street, the originator of the request will be responsible for obtaining a written consensus by petition of all of the affected property owners contained within the defined area. Within the subject area defined mutually by the Traffic Review Committee and the requesting party, 100% of the affected property owners must sign the petition. • To reverse a portion or all of a No -Parking zone along a street, 75% percent of the affected property owners must sign a petition as implemented through these policy guidelines. • "No Parking" signs will be posted by the entire street, block or logical termination point as determined by the Traffic Review Committee and the requesting party. Other advisory or advanced warning signs will be placed as dictated by sound common engineering practice or the Texas Manual on Uniform Traffic Control devices, latest edition. • All No -Parking zone applications shall be thoroughly reviewed by the Public Works Department after a period of two full years from the date of implementation. The No -Parking zone shall remain in effect unless a compelling safety reason is discovered. Cut Through Traffic Requests: • In order to implement a plan which limits cut through traffic, the originator of the request will be responsible for obtaining a written consensus by petition of all property owners contained within the defined area. Within the subject area defined mutually by the Traffic Review Committee and the requesting party, 75% of the affected property owners must sign the petition. • To reverse any portion or all of a plan which limits cut through traffic, 75% of the affected property owners must sign a petition as implemented through these policy guidelines. Requests for Crosswalks: • The Public Works Department will communicate with the requesting party to fully understand their request and thoroughly define the requested location(s) for the crosswalk. • The Traffic Review Committee will study the requested location and perform a crosswalk analysis which includes volume of pedestrian traffic, proximity of the subject location to schools, parks, swimming pools, retail centers, hike and bike facilities, vehicular traffic volume, etc. • Crosswalks shall not be placed in the middle of a block. • Crosswalks shall not be placed at uncontrolled intersections; meaning those without existing stop signs or traffic signals. Requests for Children at Play Signs: • Staff will communicate with the requesting party to fully understand their request and thoroughly define the requested location(s) for the sign(s). The requesting party will be informed that Children at Play signs will not be installed at any locations other than those directly adjacent to a public park or public swimming pools. • The Traffic Review Committee will study the requested location and perform an advisory sign analysis which includes volume of pedestrian traffic, proximity of the subject location to schools, parks, swimming pools, retail centers, hike and bike facilities, vehicular traffic volume, etc. • Children at play signs shall only be placed at locations adjacent to public parks or public swimming pools. Requests for Other Advisory or Advanced Warning Signs: • Staff will communicate with the requesting party to fully understand their request and thoroughly define the requested location(s) for the sign(s). The requesting party will be informed that it is City policy to install advisory or advanced warning signs only in accordance with the Texas Manual on Uniform Traffic Control devices, latest edition. • The Traffic Review Committee will study the requested location and perform an advisory/advanced warning sign analysis which includes volume of pedestrian traffic, proximity of the subject location to schools, parks, swimming pools, retail centers, hike and bike facilities, vehicular traffic volume, etc. Requests to Limit Speeding along Specific City -Controlled Streets: • Staff will notify the Police Department and request speed enforcement for the subject area. The requesting party's issue will be entered into the Traffic Database to search for similar complaints in the subject area. • If there are more than two similar complaints in less than one year in the Traffic Database regarding the subject area, the City's speed trailer will be used in addition to the Police Department speed enforcement. • If the speed enforcement and speed trailer deployment do not achieve the desired result, the resident(s) may pursue additional measures using the procedures prescribed in the Traffic Calming Policy (see attached). Requests to Lower the Posted Speed Limit along Specific City -Controlled Streets: • The requesting party's issue will be entered into the Traffic Database to search for similar requests in the subject area. • Under no circumstance shall any street within the incorporated City limits have a speed limit of less than 30 miles per hour per Texas State Law or City Ordinance. • A speed study will be performed to determine the 85th percentile of speed. This information in conjunction with pedestrian traffic volume, roadway curvature, the number of traffic accidents, sight distance restrictions, etc. will be considered. • Should changes be warranted, the Public Works Department will share the proposed changes with the affected residents before they are implemented. Requests for Stop Signs or Traffic Signals: • The requesting party's issue will be entered into the Traffic Database to search for similar requests in the subject area. • A field visit to the subject location will be made to determine if the request is valid and warrants additional study. • Stop signs or traffic signals shall not be installed within the corporate City limits of the City of Pearland unless approved by an authorized warrant analysis. • Stop signs or traffic signals shall not be installed for the purpose of controlling the speed of a roadway as they have been shown to become a hazard at times when installed without warrant. • Implementation of the plan will be in accordance with necessary budget considerations. • Should changes be warranted, the Public Works Department will share the proposed changes with the affected residents before they are implemented. Requests for Traffic Calming Devices: • Traffic calming is the application of specific devices or strategies to reduce th incidence of excessive speed or excessive traffic volumes on residential streets. • The City of Pearland has an existing Traffic Calming Policy (see attached). • Traffic Calming issues should be processed in accordance to the Traffic Calmin; Policy.