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HomeMy WebLinkAbouttecp_091493TRAFFIC ENGINEERING COMMITTEE UKIAH CIVIC CENTER Conference Room 3 300 Seminary Avenue Ukiah, California 95482 SEPTEMBER 14, 1993 2:00 P.M. A G E N D A BEARD, BORECKY FOR GOFORTH, BUDROW, FERNANDEZ, FORD, HARRIS, AND TURNER I IZ. III CALL TO ORDER APPROVAL OF MINUTES: JULY 13, 1993 DISCUSSION/ACTION ITEMS: a. Request from Methodist Church for Passenger Loading Zone at Entrance on Smith Street between Pine and Bush Streets - Mrs. Keene b. Request from Senior Center for Red Curb Next to North Driveway - Senior Center c. Request for Fire Lane Designation in Cul-de-sac of Mendocino Place - Roger A. Sprehn, Fire Marshal d. Speed Humps in City Streets to Reduce Vehicle Speed - Traffic Committee e. Existing Parking Limits: Mason Street, West Side - All Day Parking Mason Street, East Side - 1 1/2 Hour Parking - Traffic Committee f. Parking, East Side of Orchard along Mervyn's Frontage - Traffic Committee g. Request for Red Curb, North Side Ford Street, North State Street to where Street Widens - Traffic Committee h. Request to Consolidate MTA Routes through Town - Traffic Committee Traffic Engineering Committee September 9, 1993 Page 2 DISCUSSION/ACTION ITEMS (continued) i. Alternatives for Gobbi Street - Waugh Lane Intersection Congestion - Traffic Committee j. Consider Recommendation to Remove Traffic Signals at North State Street and Norton Street - Bill Beard IV. MISCELLANEOUS ITEMS V. ADJOURNMENT B:1\TEC A091493 TRAFFIC ENGINEERING COMMITTEE UKIAH CIVIC CENTER Conference Room 3 300 Seminary Avenue Ukiah, California 95482 AUGUST 10, 1993 2:00 P.M. The Traffic Engineering Committee meeting of August 10, 1993, was canceled. The City Manager declared August as a hiatus month. Kathy Kinch, recording Secretary TRAFFIC ENGINEERING COMMITTEE MINUTES JULY 13, 1993 2:00 p. m. The meeting was called to order at 2:03 p.m. by Chairman Turner, in Conference Room 3, at the Ukiah Civic Center, Ukiah, California. Members present were: Beard, Budrow, Fernandez, and Ford. Members absent: Borecky and Hams. Others Present: Henry Brooks, Ken Lovelady, Mrs. Kurt Yost, and B. J. Bell, Cazol Hugo APPROVAL OF MINUTES ON A MOTION by Ford, seconded by Fernandez, it was carried by the following roll call vote, to the Traffic Engineering minutes of June 8, 1993, were approved as submitted. AYES: Beard, Budrow, Fernandez, Ford and Chairman Turner. NOES: None. ABSENT: Borecky and Hams. ABSTAIN: None. STAFF REPORTS a. Mill Street and Siring Street Intersection. Enforcement Report. Public Works/Engineerine Report on Intersection Visibility and Identification Bill Beazd reported the intersection of Mill and Spring Streets could possibly be identified with a solid yellow and broken yellow centerline running east and west and north and south on Mill Street and Spring Street to help identify the location as different then mid-block azeas. b. Helen Avenue Washington Avenue to South End of Helen Avenue Bill Beazd reported the 1993/94 Budget includes a project to construct curb, gutter, sidewalk and widen the paving along the frontage of Nokomis School on Helen Avenue. The project would provide sidewalk for school children and keep them separated from pazked vehicles. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE JULY 13, 1993 1 DISCUSSION/ACTION ITEMS a. Request to Eliminate Red Curb. West Side of Mason Street between Standley Street and Smith Street - Schwazm's Paint Store Cazol Hugo stated one additional parking space could be obtained for customer parking if the red curb between Standley and Smith Streets was eliminated. ON A MOTION by Beard, seconded by Fernandez, it was carved by the following roll call vote, to approve the request to eliminate the red curb, west side of Mason Street between Standley Street and Smith Street. AYES: Beard, Budrow, Fernandez, Ford and Chairman Turner. NOES: None. ABSENT: Borecky and Hams. ABSTAIN: None. b. Request for Red Curb between Driveway at 421 Pomolita Drive and Driveway to Medical Office Next Door -Henry Brooks Mr. Brooks explained the curb length between the driveways of 421 Pomolita and the medical office, located next door, is a short curb. Customers for the medical office park at the curb, however, there is adequate parking space in the pazking lot of the medical office. The curb is to short to accommodate a compact or any size vehicle, and, therefore, the vehicles block the access to the driveway of 421 Pomolita preventing him exiting or entering his driveway. He is requesting a red curb to eliminate on-street parking between the driveway of 421 Pomolita Drive and the driveway of the medical office next door. It was noted the curb is currently painted red, however, the paint is faded. It was the consensus of the Traffic Engineering Committee to repaint the red curb between the driveway of 421 Pomolita Drive and the driveway to medical office next door. c. Request for Controls to Slow Speeding Traffic on Willow Avenue between Dora Street and Spring Street -Ken Lovelady Mr. Lovelady advised vehicles drive with excessive speed on Willow. He expressed a concern for childrens safety who live in the residential azea. He noted there are no posted speed limit signs and inquired if a "Children at Play" sign could be posted. Ken Budrow suggested the possibility of undulations on residential streets. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE JULY 13, 1993 2 There was discussion on the legal aspects and City liability of undulations on residential streets; there are several residential streets where vehicles drive with excessive speed; there is no stop sign at the intersection of Spring and Willow; stop signs do not reduce vehicle speed and are not installed to control traffic speed; stop signs should not be placed on main arterial streets; and traffic speed enforcement on residential streets is very difficult to achieve. d. Request for Controls to Slow Speedine Traffic on North Oak Street between Low Gap Road and Magnolia Street - Mr. and Mrs. Kurt Yost Mrs. Yost explained people use North Oak Street as a cut-off to avoid the light at Low Gap and North State Street. Vehicles fly around the curve in front of 1154 North Oak Street at very dangerous speeds. She stated that after moving into their house someone cut the corner so close that they drove three feet up on the lawn nearly hitting the moving van parked in the driveway. ON A MOTION by Ford, seconded by Fernandez, it was carried by the following roll call vote, that the City government establish a network of through streets and reduce traffic flow on side streets. Steve Turner stated that as part of the General Plan process, a traffic engineer performed traffic counts and a cursory street study designating through streets versus neighborhood streets as resource material for the Traffic and Circulation Committee. He suggested this item be reviewed by the Planning Department for consideration in the General Plan. Bill Beard stated he disagrees and the Committee should reevaluate traffic circulation in the City, make recommendations for changes to establish through routes to eliminate traffic problems that exists, and not focus on certain through streets and neighborhood streets. AYES: Fernandez, Ford and Chairman Turner. NOES: Budrow and Beard. ABSENT: Borecky and Hams. ABSTAIN: None. e. Request for Stop Sien on Helen Avenue. North Bound at Doolan Canyon Drive and a Crosswalk Across Doolan Canyon Drive at Helen Avenue -Jan McGourty Bill Beard stated he received a telephone call from Mrs. McGourty requesting a stop sign and crosswalk on Helen Avenue at Doolan Canyon Road. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE JULY 13, 1993 ON A MOTION by Budrow, seconded by Beard, it was carved by the following roll call vote, to deny the request for a stop sign on Helen Avenue, north bound at Doolan Canyon Drive and a crosswalk across Doolan Canyon Drive at Helen Avenue because there aze two (2) homes in this area and a crosswalk would not be beneficial due to low traffic volume on Doolan Canyon Drive. AYES: Beazd, Budrow, Fernandez, Ford, and Chairman Turner. NOES: None. ABSENT: Borecky and Hams. ABSTAIN: None. f. Request to Relocate Bus Stop Located on the East Side of Orchazd Avenue at Hospital Drive to the East Side of Orchard Avenue just North of the Mervyn's Driveway -Steve Turner. MTA ON A MOTION by Beard, seconded by Budrow, it was carried by the following roll call vote, to approve the request by MTA to relocate the bus stop located on the east side of Orchard Avenue at Hospital Drive to the east side of Orchazd Avenue just north of the Mervyn's driveway. AYES: Beazd, Budrow, Fernandez, and Ford. NOES: None. ABSENT: Borecky and Hams. ABSTAIN: Chairman Turner. g. Request for a Permanent Bus Stop at Pomolita School on Dora Avenue, at North West Corner of Spring Street -Steve Turner. MTA ON A MOTION by Budrow, seconded by Fernandez, to approve the request by MTA for a permanent bus stop at Pomolita School on Dora Avenue, at north west corner of Spring Street. AYES: Beard, Budrow, Fernandez, and Ford. NOES: None. ABSENT: Borecky and Hams. ABSTAIN: Chairman Turner. h. Request for aThree-Way Stop Sign on Waugh Lane and Gobbi Street - B. J. Bell Mr. Bell stated he would like to see athree-way stop on Waugh Lane and Gobbi Street. To make aleft-hand turn from Waugh Lane onto Gobbi Street is very hazardous, and in 15 years he has witnessed several accidents at this intersection. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE JULY 13, 1993 4 Stephen Ford stated that Gobbi Street is a main arterial and disagreed with the placement of stop signs on Gobbi Street at Waugh Lane. Mr. Bell asked if a yield/slow sign could be placed on Gobbi Street at Waugh Lane to slow east/west bound traffic, allowing traffic from Waugh Lane to enter safely onto Gobbi Street. Stephen Ford stated yield signs are not placed on main arterial streets. Bill Beard advised there are funds in the 1993/94 budget for acquiring aright-of--way to extend Clay Street, from the railroad tracks to Leslie at Peach, that will provide another east/west connection between Gobbi and Perkins Streets. The City has also purchased property at Talmage, east side of Waugh Lane for ultimate widening of the intersection. Discussion followed regarding: placement of stop signs at Waugh Lane on Gobbi Street is too close to the railroad crossing; the stop signs at Main and Gobbi Streets are of greater distance from the railroad crossing; placement of a stop sign, for west bound traffic only, on Gobbi Street; east bound traffic is the heaviest flow of traffic; installation of traffic signal lights at Gobbi Street and Orchard Avenue could cause east bound traffic to backup onto the railroad crossing; the narrow bridge on Waugh Lane causes traffic to back-up; the Orchard Avenue extension can be used as easy access onto Gobbi Street; and placement of stop signs should not be placed on main arterial streets. ON A MOTION by Beard, seconded by Fernandez, it was carried by the following roll call vote, traffic counts be obtained for the intersections of Leslie and Perkins Streets, Leslie and Gobbi Streets, Waugh Lane and Gobbi Street and Waugh Lane and Talmage as information to the Traffic Circulation Committee for the General Plan. AYES: Beard, Fernandez, Ford, and Chairman Turner. NOES: None. ABSENT: Borecky and Hams. ABSTAIN: None. MISCELLANEOUS ITEMS Ken Budrow requested that a proposed red curb on Ford Street, north side of the street, from State Street east approximately 200 feet be placed on the September agenda. a. Traffic Circulation. Orchard Avenue. Gobbi Street to Brush Street and Orchard Street/101 Interchanee Bill Beard reported he has not received the final report from the initial phase of the study. Staff will be obtaining a consultant proposal for Phase II which will outline in detail traffic circulation and eventually preparing a Project Study Report (PSR) which Caltrans uses to evaluate a project. MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE JULY 13, 1993 5 There will be discussions with the City, County, MCOG, and Caltrans as to what can be done within allowable standards, what potential funding may be available, and give the City options or alternatives on funding costs. AD,iOURNMENT There being no further business, the meeting adjourned at 3:02 p.m. ,2 Steve Turner, hairman k, F , ~ ~ , , , i ~ J---~ Kathy Kinch, Rec. rding Secretary B:1\TEC M071393 MINUTES OF THE TRAFFIC ENGINEERING COMMITTEE JULY 13, 1993 6 M E M O R A N D U M DATE: September 8, 1993 TO: Traffic Engineering Committee r ~~~ FROM: Kathy Kinch, Recording Secretax~ ~ `~~ v RE: LETTER DATED SEPTEMBER 1, 1993 FROM MARY WATT The attached letter is not an agenda item. However, it is being forwarded to you for review and for discussion at the September 14, 1993 meeting. See you there. September I, 1993 TO: City Council -City of Ukiah ~~~ FROM: Mary Hiatt -~~//I'/I ~~~~'~~ RE: Walnut/Bush Intersection I ' l Dear Members of the Council: I live on the corner of Walnut and Bush and am very concerned with the traffic at this ,--, intersection. There are stop signs on Bush, both north and southbound, but Walnut _, ~~ has no stops. Going west on Walnut there is "Stop Ahead" near the intersectio nd `' people think the traffic is going to stop, but they don't and there are continual) recks. Some people, who obviously almost got hit, honk nearing the intersection anti ail the' way through it. Because there are no stops on Walnut, traffic comes down Doted turns on Bush and gains time rathe rrtising State or Dora, creating a "main drag" on Walnut/Bush. I have witness d 5 redcs so far and several near misses. Traffic during school time only magnifie~ the_probtem. I have written to the Public Works Department on two occasions and asked that the engineering department look at the intersection and consider placing stops signs at both the Walnut Street corners. My neighbors agree with the need for stop signs here as well. Please consider my request for review of this intersection. Thank you in advance. Mary Hiatt 416 Walnut Ave. Ukiah, CA 95482 MEMORANDUM DATE: July 20, 1993 TO: Bill Beard, City Engineer FROM: Roger A. Sprehn, Fire Mars I SUBJECT: MENDOCINO PLACE -FIRE LANE DESIGNATION As you may know, residents at the end of Mendocino Place use the cul-de-sac for parking vehicles. Ukiah Fire Department personnel are concerned that this parking may interfere with fire fighting efforts in the event of a structure or wildland fire in that area. Fire Department apparatus requires a clear turn-around area with a 35' radius, as well as clear areas to the fire hydrant at the end of the cul-de-sac. I am requesting the Traffic Engineering Committee consider designating a "Fire Lane - No Parking" area in this cul-de-sac. Please let me know if you have questions or need additional information. RAS:fm INSTITUTE OF TRANSPORTATION STUDIES Managing Neighborhood Twaff'c The growing popularity of speed bumps in Califomia has prompted Traffic Engineer Ed- wazd Cline to design a "kinder, gentler speed hump" which he contends reduces the prevail- ingspeed withou[inducing motorists to "hutry- up and slow: ' The "kinder, gentler" hump is about 2`/e inch high -compared to a height of between 3 and 4 inches for the typical speed hump used in Califomia. Although the difference is small, Cline contends that even a variation of '/~ inch is noticeable to drivers who travel over the humps. The insGlllation of one 3'/,--inch-high hump (due to a contractor's mistake 1 provoked immediate complaints from irate motorists, Cline says. The 2'/a inch humps have been tested and accepted for use in the cities of Agoura Hills and Westlake Village. Recently, the city of Los Angeles and Los Angeles Counry have installed a few 2'/g inch speed humps to see how well they work. Cline, a consulting traffic engineer for tour different Califomia cities and apart-time in- swctorontraffic topics, gave his views on the use of speed humps in askill-building session on neighbofiood traffic managementpresented at this year s Califomia Symposium on Trans- portation Issues. Also covered in the session were realistic speed zoning and implementa- tion of preferential parking districts. )Continued on page 4) JULY 7993 S/wtter speed humps like this one can deter speeding as efjecrive/y at higher humps, Traffic Engineer Edt.nrdC/ine told parricipants al the 45th California Symposium on Transportation /slues. See page !0 far library resources on the topic. Managing NeighAAborhood V /Continued from page l 1 Cline estimated that about 50 of California's 476 incorporated cities have now installed a[ least one speed hump - if only as a demonstra- tionproject toassess whether speed humps are effective in slowing traffic on residential streets. The Institute of Transportation Engineers (f I'E) is in the process of developing draft policies and procedures on speed humps. "All of you sooner or later will be confronted with [he speed hump issue;' Cline told an audience of transportation professionals. "Lo- cal government is going to make you do it. Don'[ do like I did and go ballistic (fighting i[). Just be reasonable and follow some guide- lines." Data gathered about SIX weeks after installation indicated that the average speed dropped by 9 miles per hour. Like most traffic engineers who strive to keep traffic moving smoothly, Cline said, he has been fmstrated over the years by neighbor- hood residents' demands for traffic control measures which people mistakenly believe willmakestreetssafer. Suchmeasuresinclude posting unrealistically low speed limits that can't be enforced and installing stop signs where traffic conditions don't justify them. Cline said he opposed installing any speed humps for many years, but learned [hat speed humps could help resolve some neighborhood speeding problems after [he City Council of Agoura Hills insisted in 1987 that a series of humps be installed on one 40-foot-wide resi- dential street where speeding was a problem. It was by accident [hat Cline discovered that milder speed humps could work. Although specifications called for 3-inch-high humps over a 12-foot-long base, the contractor ended up installing humps that were only about 2'/, inches high. Cline found he could comfortably drive his Buick over the humps a[ 40 m.p.h., and he feared the low humps would have little if any effect on the speed of traffic. Surprising Results Surprisingly, casual observation and hand- held radar measurements seemed to indicate that [he speed humps did slow traffic, although Cline could not be certain because the "before" data for the street were flawed. Still, critical speed ([he speed exceeded by only l5% of drivers) was 31 m.p.h. and average speed was 26 m.p.h. after humps were installed -both lower speeds than he would expect on this type of street. The City of Agoura Hills chose another 40- foot-wide residential street fora second speed- hump project. Data on speeds and traffic vol- ume was carefully collected before installing humps. This time, the specifications required humps that were Z'/q inches high (on a 12- foot-long base 1. Data gathered about six weeks after installation indicated [hat the average speed dropped by 9 m.p.h. (to between 20 and 23 m.p.h. / and the critical speed dropped by 6 to 9 m.p.h. (to 29 m.p.h.) Cline said observation showed that drivers did not "hurry up and brake" or "gutter tun" to get azound the humps. Other advantages of the gentler humps, ac- cording to Cline: • Both residents and drivers accepted them, so [he continuing attention of city staff was no[ required. • Traffic was not diverted to other nearby residential streets. • There is little potential for accidental dam- age to vehicles. • There have been no reports of a noise problem caused by speed humps la common complaint in some cities). • Fire engines typically can go over the bumps at 20 m.p.h. when fully loaded, although fue chiefs still do not endorse speed humps of any height. "You may ask, `Can't you basically drive over these humps at 45 m.p.h?' Yes, you can, but that is not what happpens" "You may ask, `Can't you basically drive over these humps at 45 m.p.h?"' Cline said. "Yes, you can, but that is no[ what happens. Maybe people just need a gentle reminder." Subsequently, the City of Agoura Hills adopted a policy on speed humps that specifies their height shall be 2s/a inches±'/g inch over a 12- foot-long base. The policy also specifies that speed humps will only be considered for streets thatcarry at leas[ 2,000 vehicles perday, where [he grade of the street does no[ exceed a sustained grade of 6%. A petition signed by 60%v of the affected residents must be pre- sented to the city. Cline prefers [o mazk speed humps with chev- rons,of white marking tape and by posting a "bump" sign neazby. Installation of the hump is done in two courses, using a template that flares out a[ the gutter. Checking the height while the work is in progress is important. Marking material is applied before [he hump is rolled. The cost per hump has typically been TECH TRANSFER University of California about $2,300. An estimated 50% of the cost is for high-quality marking material. Realistic Speed Zoning One reason for the growing use of speed humps is [he gap between [he 25 m.p.h. speed limit for residential streets and the real speed of drivers on [hose streets- which speakers at the sympo- sium agreed is closer to 35 m.p.h. Gary Foxen, a traffic engineer with [he Autmobile Club of Southern California, said it's enforcement, not posting speed limit signs, that has potential to change speeds. Police agencies don't-and shouldn't-enforce every posted speed limit with the same zeal, accord- ing to Foxen. The law requires police to look at prima facie speed limits. "They look a[ traffic behavior If traffic is moving at 35 m.p.h., they will wait until some- one comes through going 45 -and cite [ha[ person." Foxen contends that realistic speed limits should be set based on a survey of the real speeds of vehicles using the road. The correct speed limit probably is a[ or just below the "critical" or "85th percentile" speed -the speed exceeded by only 15% of drivers. Foxen has written a booklet, "Realistic Speed Zoning; ' which is available from the Highway Engineering Departrnent, Automobile Club of Southern California, 2601 South Figueroa Street, Los Angeles, CA 90007. PrefereMlal Parking Districts Another common conflict between neighbor- hoodresidents and other drivers involves park- ing on residential streets [ha[ offer convenient access to such attractions as colleges, shopping districts or transit stations. In azeas such as the Westwood neighborhood near UCLA, resi- den[scomplained they could not park neaz [heir homes because streets were jammed with com- muters' cars. The United Stales Supreme Court upheld the constitutionality of preferential parking pro- grams on Oct. I I, 1977, when it held that such restrictions would not violate the equal protec- tion louse of [he l4[h Amendment. Rafael Prepena, transportation engineer in [he Regulations Division, City of Los Angeles Deparment of Transportation, explained how preferential parking works in Los Angeles. Initially authorized in 1979, the program now includes 39 preferential parking districts for which 71,744 permits were sold in 1991-92. The cost of a resident's annual permit is $15. Mycligible resident can also purchase up to two visitor permits at a cost of $10 for six months. One-day guest permits maybe pur- chased for $ I. The process of establishing a district- includ- ingsigning and issuing perrrtits-takes 12 [018 months. Substantial majorities are required for approval at each step of the process. Final approval of a new district requires "yes" votes of 13 of 15 City Council members. Before a public hearing can be held on pro- posed creation ofany district, a parking survey is conducted to determine whether at leas[ 75% of the legal on-street parking spaces are occupied by vehicles, and whether a[ least 25% of [he spaces are occupied by non-resi- dent vehicles. Survey takers note the license plate numbers of parked vehicles and inn the numbers through the Departrnen[ of Motor Vehicles to determine how many of the ve- hides azelicensed topeople outside the neigh- borhood. Although the operation of preferential parking districts requires some added expense and inconvenience, the approach is now widely accepted in the city of Los Angeles, Preprena said. "Managing neighborhood traffic is one of those problems that will nevergo away,"said David Royer, principal vansporta[ion engineer for the city of Los Angeles and the session's moderator. "At least we're doing better than we ever have before." - By Betsy Wing ~AF4"1.'4E.r~St-t:IPS Skit4PIMIGw Y:U'r'4TF£E "~~ht9 ,l i' _ rt:iC,I x'tWeCn d'12 IZ_~Aial.lr, ahp.ir:a: ~.,,. .~ Iv ~. ~;h'~,,~., and u,• acymc.::c r: ti~at t. ~ ~ ,~.ir ~ n, .: ~ I~~u~:mci i~ `Chadd sa,d. "i'enplc :ac aln~:uh .uirn .n c~~~crrunent. ^oti ~.~e art lalliue Irenple tl~~ a ~.ce:ur erring toe lean up dn~uir. end a alee~uun :wd create a searuless mtenmxl:d system. ~~ hen in ruaall we are going todo is al f ect Ix rlomrwu~e on the margin-maybe improving things Igor„~_ Dick Cuny. Shasta County Director of F'uhlic Works, and John Mitchell Lasxn County Direc- tor of Public Works, said counties like theita could be Icft behind as attitudes toward iranspor- Lttion change, because kx:al money will be re- ytrired to attract federal funding or private part- ners to complete projects, (Editor's note: See "Preserving Rural hrfrastmc[ure," on page 7. Revenue from two halfcent sales taxes in Los Angeles County-onepassedin 1980andanotber in 1990-has bcenthekey[o gettingprojects then; off the ground according to Deputy Executive Director Judith Wilson. The sales taxes contrib- u temorethan $700 million annually for transpor- ta[ionimprovements, which MTA further lever- agesthrough bonding. `"Iltat's a staggering local commitment to transportation," Wilson said The agency's top priority is consmtction of the Red Line subway. To compete effectively for federal funding, the L.A. County Metropolitan Transportation Authority offered [o pay 50% of constmction costs for the next segment, rasher than asking the federal govemmen[ to pay 80% or 90%. Final approval of 50% federal funding is expected this summer. Los Angeles County, like California, is expe- riencing what Wilson called "the dark side of consumption-based taxation," because tough economic times are causing sales tax revenues to fall below projections. "Bu[ even if we have to back down from our very aggressive fund- ing strategy - and I hope we won't -we've gotten the ball rolling," she added. By Betsy Wing No. 42 JULY 1997 Designing Speed Humps Guidelines for the Design and Applicatiee o/Speed Humps: an ITE Reeorawended Practice Washington. D.C.: Technical Council Task Force on Speed Humps, Institute of Transpor- tation Enginem- 1993, 22 pages. ITE has jutt released this proposed recom- mended ptxuY torreviewand comment The guidelines re~xw speed hump development and experience, and include chapters on com- munity relations, monitoring and evaluation, and implementation. The design and constmc- tion recomntertdations are somewhat limited, considering the wide range of geometric de- signs used N other countries; ffE recom- mends aparabolic profile hump 12 feet in length and 3 to 4 inches center height. Other recommendations: speed humps are appropri- ate only for 2-lane residential streets with a posted speed limit of 30 m.ph. or less, and they should no[ be used on streets carrying signifi- cant amounts of emergency, transit or other long-wheelbase vehicles. The Use o/ Road Humps for Moderating Speeds on Urban Streets By David Zaidel, A.S. Hakkert and A.H. Pis[iner. In Accident Am/VSis and Preven- tion, Vol. 24. No. 1, Feb. 1992, pp. 45-56. An excellent general overview of the use of speed humps. This paper, based on literature review and an international survey, evalu- ates community acceptance of speed humps and the factors influencing it. Seven typical speed hump cross-sections are shown, with their design speeds. Accommodation of transit and emergency vehicle access is addressed. Road Humps for the Control of Vehicle Speeds By C.J. Lines. In Traffic Engineering and Control, Vol. 34, No. I, Jan. 1993, pp. 2-5,7. This important article reports on [he new Brit- i shspeed hump regulations, with recommended hump spacings and resultant speed distribu- tions for both circulaz-profile and flat-topped (raised [able) speed humps. Relationships be- tweenspeed and hump spacings have changed over time as drivers have become more accus- tomed to road humps. ITE is seeking comment on a proposed reCOml'Mfended practice for speed hump design. ITE recommends a parabolic profile hump 12 feet in length and 3 to 4 inches in center height. Rational Approach for Geometric Design o/ Speed-Control Road Humps By T.F. Fwa and C.Y. Liaw. InTransportation Research Record 1356, 1992, pp. 66-72. Starting from [he assumption thatpeak vertical acceleration is the most suitable indicator of driver discomfort in road hump analysis, this paperpresen[s [he conceptual background and methods of estimating parameters for the geo- metricdesign ofhumps.The major steps of the design procedure are outlined. This design method was verified with British speed hump data; the method offers a reasonable first de- sign for general application. Humps for Use on Bus Routes By J.R. Jarvis and G. Giummarra. In Road & TransporlResearch, Vo1.1,No.4,Dec.1992, PP~ 32-47. This Australian study examines in detail [he effect of selected raised pavement designs on arange of buses and arepresentative passenger car. Neighborhood speed studies are presented. Although the bus drivers' union opposed any type of road humps, new hump designs pro- vide significant improvements in passenger and bus driver comfort which should help gain acceptance for the devices. Safe and Effective Roadway Humps: The Seminole County Profile By David A. Nicodemus. In Compendium of Technical Papers, Institute of Transportation Engineers 61 st meeting, 1991, pp. 102-105. Having rejected [he more typical Watts-type speed hump after field testing, [his Florida community has opted for a long, flat plateau- type speed hump known in Europe as a "raised table." Nine such humps were in- stalled on a 1.3 mile residential connector street Traffic speeds were significantly re- duced, traffic volumes dropped slightly, and responses from residents and law enforcement were positive. TnHic Humps as Recommended by SVT: Design and Effects By T. de Wit. Planning and Transport Re- search and Computation /nternational, 12th Annual Meeting. Proceedings of Seminar L, 1984, pp. 101-110. A detailed discussion of Dutch design stan- dazds, including hump spacing, cross-section, pavement texture and hump visibility. Effects on speed distributions are reported. For information on the avai/ability of these materials, contact Interlibrary Lending, /TS Library, 412 McLaughlin Hal[, University of California, Berkeley. CA 94720; (510) 642-3604. ~ : ~ ~ ;- i- 1 H.~ ` ]0 TECH TRANSFER Umversi~y of California