Appendix B. CLARKSVILLE NEIGHBORHOOD TRAFFIC MANAGEMENT PROGRAM
I.
INTRODUCTION
Residents are often concerned about excessive traffic volumes and speed through their residential neighborhoods. The primary function of local streets in residential neighborhoods is to allow for the safe ingress and egress of the local homeowners to the City's roadway network. When neighborhood streets are being used by "cut-through" traffic and are being used with excessive speed, the quality of life and the safety of residents is diminished.
In order to enhance the quality of neighborhood life and the safety of the residents of Clarksville, Clarksville Street Department is establishing this Neighborhood Traffic Management Program. The goals of this program are:
• Deterrence of cut-through traffic from residential streets to collector streets.
• Reduction of traffic speed to a safe and appropriate speed limit.
• Maintain integrity of Emergency Vehicle Access.
• Limit Traffic Calming to Residential Streets.
• Use of effective, efficient, economical and environmentally sound Traffic Calming solutions.
• Involvement of Neighborhood Associations and residents.
• Multi-Discipline input from planners, Police, Fire Department, Community Development, and engineers.
• Continue monitoring and measurement of speeds, traffic volumes and accidents.
• Deterrence of truck traffic and other inappropriate vehicles from residential streets.
It is extremely important to realize that the approach taken by the Neighborhood Traffic Management Program is a systematic one. While each situation may be somewhat unique, the same definitions and criteria, as outlined in this guide, are applied. Also, the transportation system of the City must be considered as a whole. Solving one local problem should not cause another problem to appear somewhere else.
The Neighborhood Traffic Management Program is to be used only for residential streets as defined in the next section. Upon further study, it may be discovered that some residential streets existing posted speed limit need to be altered to a safe and appropriate speed limit for that particular roadway. Obtaining the 85th percentile speed of a roadway and weighing other factors relating to geometry, land use, and sound engineering judgment usually sets this speed.
In keeping with the general guidelines and recommendations, as set forth in the Manual on Uniform Traffic Control Devices and Institute of Transportation Engineers, it adds uniformity in the recognition and understanding of traffic control devices. Standardization of these devices will help ensure that any given traffic calming measures including the use of speed humps will be equally recognizable and require the same action on the part of the motorist regardless of where they are encountered.
II.
TRAFFIC CALMING PROCESS
• Neighborhood group calls and reports apparent speeding problems, excessive cut thru traffic, etc., and request Street Department address their concerns.
• If there is a homeowner association (HOA), the (HOA) must initiate the request through a letter and clearly state their concerns.
• If there is no homeowners associations (HOA), the community or an individual must submit a letter clearly state their concerns.
• The Traffic Engineer will make a field review of the area to determine what studies will be conducted.
• The Traffic Control Division will conduct speed studies, volume counts, and accident analysis (if necessary) to determine the extent of the problem.
• The Traffic Engineer will review the results of the studies. If the results of the studies indicate ("No") there is not a traffic problem, he will inform the neighborhood in writing.
• If the results indicate ("Yes") there is a traffic problem, the Traffic Engineer will, in conjunction with citizen input, develop solutions and present to the Clarksville Fire Department and Clarksville Police Department for approval.
• If the solutions are acceptable, the Traffic Engineer will require notification of those directly impacted or reasonably expected to be impacted property owners of the proposed traffic calming device(s). If a property owner does not respond, it will be counted as a no vote, unless the applicant chooses to send non-respondents the petition by certified mail, return receipt requested, at no cost to the City of Clarksville, giving them 30 days to respond or they will be considered a non vote, and will not be counted either for or against the traffic calming device(s). In this event, proofs of notification with "no response" are to be delivered to the City along with a petition signed by at least 80% of the responding property owners supporting the proposed Traffic Calming device.
• Once the Petition is received and verified, a final cost will be developed and presented to Mayor and City Council for approval of the Traffic Calming device. This applies to Stage Two Tools ONLY.
• Any needed modifications required before permanent fixtures may include some temporary safety measures before implementation of any Stage Two Tools.
• When approved and funded, implementation will begin on the Traffic Calming device within 60 days (weather permitting).
• Any necessary easement dedication will be funded by the neighborhood or Home Owners Association.
•60 days after the installation of the Traffic Calming device, "after" studies will begin to determine if the Traffic Calming device was effective.
• If the community decides that they no longer want the Traffic Calming device, they must follow the same procedure to obtain 80% in favor of removal as they did in the original petition. (If there is a homeowners association (HOA), the petition for removal must come through the Association.) The device(s), such as speed humps, must remain at least 6 months before removal.
III.
TRAFFIC PROBLEM DEFINITION
For the purposes of the Neighborhood Traffic Management Program, a traffic problem on a residential street exists if any of the following are found during a traffic study:
1.
The average speed on a residential street is ≥35 mph.
2.
The 85 th percentile speed on a residential street is greater than 10 mph over the posted speed limit. (This assumes that the Traffic Engineer determines that the posted speed limit is appropriate for a particular roadway.)
3.
The average daily traffic on a residential street is greater than 1,500 vehicles.
4.
The peak hour volume on a residential street is greater than 100 vehicles.
5.
The number of accidents on a residential street is three or greater in one year.
6.
The percentage of truck traffic is 2% or more of the total vehicles counted.
If the results of any traffic study show that a residential traffic problem exists, based upon the above criteria, Clarksville Street Department will conduct a Traffic Calming Study as explained in the next Section.
IV.
TRAFFIC CALMING STUDY
A.
Requests for Traffic Study
Under the Neighborhood Traffic Management Program, the Home Owners Association (HOA) must submit a letter to Clarksville Street Department when a problem is perceived. If however, there is no (HOA), anyone through a letter from the residents, any City agency, the City Council, or the Public Works Committee can request a traffic study. Clarksville Street Department will then conduct a traffic study and report the findings to the requestor.
B.
Traffic Calming Study
Clarksville Street Department will analyze the results of the Traffic Study for a particular residential street segment and determine if a problem, as defined in Section III, actually exists. If there is no problem, a report is made and the results given to all interested parties. Clarksville Street Department will also archive the results for comparison for future studies.
If a traffic problem, as defined in Section III, does exist, then the Clarksville Street Department staff will analyze the data to determine: the severity of the problem, the cause(s) of the problem, whether the traffic problem is local or is regional, and to determine what feasible traffic calming solutions may solve the problem. Clarksville Street Department will develop a preliminary Traffic Calming Study giving: the results of the Traffic Study, the identification of the problem(s) and the proposed Traffic Calming solutions in a prioritized list giving the solution, probable effectiveness and cost.
Copies of the study will be given to the Clarksville Fire Department, the Clarksville Police Department and any other appropriate agency or individual as determined by the Director.
V.
FEASIBLE ALTERNATIVE SOLUTIONS
The feasible alternative solutions are classified into two categories. The first is a Stage One Tool solution and the second is a Stage Two Tool solution. In general, the Stage One Tool solution is easier to implement, easier to undo, costs less, and should have prior consideration than a Stage Two Tool solution. This section presents most of the probable traffic calming solutions that will be used by Clarksville Street Department in the Neighborhood Traffic Management Program. Clarksville Street Department will continue to monitor other agencies' results for their Traffic Calming programs and will have staff attend seminars pertaining to Traffic Calming. Therefore, solutions presented here may be altered or deleted or new solutions added as experience in this field grows. Clarksville Street Department reserve the right to refuse to install any device in the City's Right-of-Way that it deems unsafe, inappropriate, or potentially ineffective.
STAGE ONE TOOL SOLUTIONS
Stage One Tools do not involve the use of physical controls or impediments on the roadway system. They are comprised of actions and programs, which are primarily educational, and enforcement based.
Uniform Residential Speed
One Stage One Tool is for all residential streets to have a uniform speed limit set at 20mph - 25mph (if appropriate). As stated, this uniform speed limit will be evaluated to its suitability to a particular roadway. This will always be the first step taken in any Traffic Study.
Neighborhood Traffic Safety Program (Education)
This is a program comprised of neighborhood meetings, letters, pamphlets, etc., alerting residents within a neighborhood to speeding and other traffic/pedestrian safety concerns. Clarksville Street Department, with the cooperation of the City Police Department, would conduct this program for any Neighborhood Association or other residential group requesting it. This neighborhood awareness program will hopefully result in neighbors more closely obeying existing traffic laws and result in improved safety for all roadway users.
Traffic Signing and Pavement Markings
This includes signs for residential zone designation, speed limits and other necessary information needed for motorists under the Neighborhood Traffic Management Program.
No-Truck Enforcement
In general, no trucks are allowed on residential streets. If truck traffic is shown to be a problem, the City Police Department will be notified of the concern and asked to provide assistance in re-routing trucks. Clarksville Street Department will make certain that the proper signing is in place to enforce the No-Truck tool.
Traffic Enforcement Actions
This is a traditional enforcement activity on the part of the Clarksville Police Department's traffic enforcement officers. Clarksville Street Department will provide the Police Department data from the traffic study as to the severity of violations and as to the time of day when most violations occur.
Radar Speed Trailer Deployment
When appropriate, Clarksville Street Department will request that the Clarksville Police Department deploy its radar speed trailer to educate motorists regarding the fact that they may be significantly exceeding the posted speed limit. The trailer deployment also sometimes results in allowing concerned neighbors to see that actual speeds may not be as high as what had been perceived.
Dynamic Speed Limit Message Signs
This is a new technology that combines the use of a regulatory speed limit sign with a dynamic speed limit display showing the actual speed of the approaching vehicle. This tool gives the motorists "information" as to what speed he/she is actually traveling compared to the posted speed limit.
STAGE TWO TOOL SOLUTIONS
Stage Two Tool solutions generally involve the "hard" physical modifications intended to control traffic speeds and/or volumes. These solutions are generally quite expensive and are often permanent. Therefore, before Clarksville Street Department will implement any Stage Two Tool Solution, the following are required:
1.
Approval by the City Police Department.
2.
Approval by the City Fire Department.
3.
Approval by the Mayor and the City Council.
4.
Approval by 80% of those directly impacted or reasonably expected to be impacted property owners. The Traffic Engineer shall determine the impacted area(s).
5.
Approval for funding by the City Council (if not currently budgeted).
Failure to obtain any of the above approvals will result in the proposed Stage Two Tool Solution not being implemented.
All Stage Two Solution Traffic Calming Projects will be designed to the standards of:
1.
Institute of Transportation Engineers (ITE) or
2.
American Association of State Highway and Transportation Officials (AASHTO) or
3.
American Society of Civil Engineers (ASCE)
4.
Federal Highway Administration (FHWA) or
5.
Tennessee Department of Transportation (TDOT) or
6.
Any other reputable organization involved in the design of traffic calming projects and specifications.
The following is a list of Stage Two Tool solutions. Specific designs are not provided in this document, but can be found in the publications of the above-mentioned organizations. Clarksville Street Department will develop design standards and specifications for the City of Clarksville for these Stage Two tools as they are first implemented and the results studied.
Speed Humps
A speed hump is a raised portion of pavement designed to reduce speed. Speed humps will be designed for the 20 mph speed limit. In order to be effective, speed humps should be placed, in general, between 200 feet and 750 feet apart. The estimated cost for each speed hump is between $2,500 and $5,000 including the appropriate signing and pavement marking. Before any speed hump project is implemented, the street should be thoroughly examined for pavement deficiencies. Any pavement deficiencies should be corrected by a resurfacing project before implementing a speed hump project. Speed studies must show that the 85 th percentile speed for the proposed street is greater than 10 miles over the posted speed limit before consideration of speed humps. Speed humps will only be considered for streets classified as residential streets. Please refer to the City's Speed Hump Installation Policy for further details regarding implementation of Speed Humps.
Rumble Strips
This device is raised strip of material (usually plastic) that is set in a series to create a distraction to the motorist. These devices have proven effective to warn motorists of impending changes in either the speed or geometry of the roadway.
Traffic Circles
This device is a raised circular island in the middle of a residential neighborhood intersection. Direct straight through movements are obstructed by the raised island causing traffic to move to the right (counter-clockwise) and around the circle. The intersection approaches are normally controlled by yield signs, which serve to alert motorists to the need to slow their speed entering the intersection.
Curb Extensions, Chokers, Chicanes
These are various methods of narrowing the roadway by extending raised curbs into the street. These can be done at street entries and exits as well as mid-block locations. The narrower street generally results in reduced traffic speeds and provides pedestrians with shorter crossing distances.
Median Entry/Exit Islands
These are traffic islands used to create narrower roadway passages at entry and exit points.
Median Barriers
These can be either a barrier or raised island along the center of a roadway to prohibit left turns or crossing traffic.
Mid-Block Raised Medians
This is a median placed in the center of a roadway to create a narrower travelway and also reduce pedestrian crossing distances.
Forced Turn Islands, Barriers, Channelization
These are traffic islands or curbs specifically designed to prevent traffic from making specific movements at an intersection.
Diagonal Dividers
These are barriers placed diagonally across an intersection to force drivers to make a particular turn, but not allow other movements.
One-Way Streets
This solution is self-explanatory. However, there should be a dual one-way street going in the other direction for efficient system operation.
One-Way Chokers, Half Closures or Semi-Diverters
These are barriers to traffic in one direction that permit traffic in the opposite direction to proceed.
Street Closures
This effectively closes a street from through traffic. It can be constructed to allow emergency vehicles and Police to pass. Closing of a street will only be considered after receiving a legal opinion from the City Attorney.
Culs-de-sac
This is a type of street closure that involves constructing an effective turn-around for traffic. A cul-de-sac will only be considered after receiving a legal opinion from the City Attorney.
Edgelines
Pavement markings or white lines used to narrow the traveled lane and designate bike lanes.
VI.
TRAFFIC CALMING PROPOSAL
After input from all parties, Clarksville Street Department will select an appropriate solution. The recommended solution will be either a Stage One Traffic Calming tool or a Stage Two Traffic Calming tool as explained in Section V. Clarksville Street Department will incorporate the recommended solution in a Traffic Calming Proposal. This proposal will include: the results of the traffic study, all comments and suggestions made by any party, how and why the recommended solution was chosen as being preferred, how the recommended solution will be implemented, what the expected results of the solution are, and the estimated cost of the solution.
If the recommended solution is a Stage One traffic calming tool, Clarksville Street Department will implement the solution with any necessary assistance from the City Police Department and/or the appropriate Neighborhood Association. The funding of a Stage One tool solution will come from the general Traffic Calming Fund.
If the recommended solution is a Stage Two tool, then Clarksville Street Department will:
1.
Obtain the other necessary approvals from Fire and Police.
2.
Require the neighborhood approve the solution through a petition.
3.
Prioritize the need with other Stage Two requests.
4.
Finalize the design of the Stage Two solution.
5.
Request approval and funding from the City Council (if not currently budgeted).
6.
Implement the solution either in-house or by Contract.
7.
Study the effectiveness of the solution.
8.
Report back to the Neighborhood Association or organized Citizen Group and the City Council the results of the solution.
As explained in Section V, Stage Two solutions must be implemented with care and consensus. Once installed, it may be difficult and expensive to remove a Stage Two tool.
VII.
DEFINITIONS
For the Neighborhood Traffic Management Program, the following definitions apply:
Term Definition 85 th Percentile Speed Measured speed at or below which 85% of motorized vehicles are traveling. Average Daily Traffic: The average amount of traffic, measured in both directions during a 24-hour period. For residential streets the ADT (Average Daily Traffic) should be 1,000 vehicles or less. Bike Lane: A designated part of the roadway or separate paved area delineated exclusively for the operation of bicycles. Bulb-Out: A bulbous extension of the curb, usually at an intersection, that narrows the vehicular pathway and inhibits fast vehicle turns. Chicane: Series of fixed objects, usually extensions of the curb that alter a straight roadway into a zigzag or serpentine path to slow vehicles. Choker: A narrowing of the street, often in mid-block, sometimes at an intersection. May be done with curb extensions, landscaping or islands in the street. Circle: A small island in mid-intersection, as small as 16 to 25 feet in diameter that forces traffic to slow and negotiate the curve. Mostly used in residential areas, they can be landscaped or islands in the street. Collector Street: A street that collects and distributes traffic from residential streets to arterial streets and usually has an ADT of 1,000 to 5,000 vehicles. Curb Extensions: Curbs that stick out into the roadway, narrowing the path for vehicles. They reduce pedestrian crossing distances, prevent the passing of turning vehicles and require no deviation from straight line. Diagonal Diverter: A partition that connects two diagonally opposite curbs, bisecting the intersection, to force motor vehicles to slow down and turn. A traversable barrier allows emergency vehicles, as well as bicycles and pedestrians, to cross over. Diverters: Road barriers that force traffic to turn. Semi-diverters, one-way chokers or half-closures are all used to prevent entrance into an otherwise two-way street. Entry Treatments or Gateways: These are mostly alterations in the pavement surface, such as brick, stamped concrete or different colors, which signal to the driver that he or she is entering a residential neighborhood that has a 25 mph speed limit. Pillars and archways are also used. Emergency Vehicle: Any vehicle such as police or fire, which if delayed or blocked could result in loss of property or life, or both. Major Arterial Street: A street that connects major activity centers and usually has an ADT of 15,000 to 50,000 vehicles. Median: An island in the center of a street or intersection to protect pedestrians and provide landscaping. Medians prevent passing and left-turns, separate opposing travel lanes and provide visual enhancement. Median Slow Points: Center-located barriers dividing opposing roadway travel lanes at either intersections or mid-block. Minor Arterial Street: A street which collects and distributes business and commercial traffic and usually has an ADT of 3,500 to 15,000 vehicles Neckdown: Curb extensions at the corner of intersections to slow motor vehicles and give pedestrians a shorter distance to cross. Also called a "Bulb-Out". No Right Turn On Red: Allows unimpeded pedestrian crossing and paces the traffic flow into the cross street. Pavement Marking: Markings on the street or roadway that designate travel lanes, no passing areas, pedestrian crossings and bike paths Peak Hour Volume: The maximum amount of traffic measured in both directions during one hour of the day. For residential streets the PHV should be 100 vehicles or less. Residential Cut-Thru Traffic: Traffic that uses residential streets to travel through a neighborhood without having an origin or destination within the neighborhood. Residential Street: A street whose primary function is to provide ingress-egress access to neighbor residents along the street. Rumble Strips: Paving or device that creates a change of texture in the road surface, alerting the motorist of a roadway condition; stop ahead, sharp curve ahead, etc. Raised Crosswalk: A traditional pedestrian crossing area purposely raised like a long flat-topped speed hump to give better vision of the crossing area. It interrupts a driver's momentum and signals a yielding to pedestrians. Speed Board,
Speed Trailer,
Speed Wagon:Unmanned units that automatically measure speed of approaching vehicles. Speed boards and wagons display the measured speed to the driver on a large electronic sign Speed Bumps,
Speed Humps,
Speed Tables:Raised pavement designed to slow traffic speeds. The public and many municipalities use the terms interchangeably, but most traffic engineers insist that a speed bump is a narrow abrupt strip found mostly in parking lots; speed tables/humps have a 6' taper and a 10-foot flat-topped section. A standard speed humps is 3 5/8" high. Stage One Tool: A traffic calming tool that is relatively inexpensive to implement and does not radically alter the roadway. Such tools include traffic enforcement, education program, Neighborhood Speed Watch Program, pavement marking, installation of signs and radar speed trailer deployment. Stage Two Tool: A traffic-calming tool that is rather expensive to implement and permanently alters the roadway. Such tools include: installation of speed humps or speed tables, traffic circles, curb extensions, chokers, chicanes, median entry/exit islands, median barriers, diagonal diverters, one-way streets, one-way chokers, half-closures or semi-diverters, street closures and cul-de-sacs. Traffic Calming: Methods used to reduce vehicular speed and volume, and increase the sharing of streets by pedestrians and other users. Generally refers to physical measures and roadway design changes, but enforcement and education can be components. Traffic Calming Device: An approved element of the traffic calming plan which maybe selected to solve a residential traffic problem. Traffic Calming Study: A study, based upon a traffic study, which determines if a problem exists and what traffic calming device(s) is appropriate, if any. Traffic Mitigation: Used interchangeably with "traffic calming". Traffic Study: A study conducted by the Clarksville Street Department that measures vehicle speed, types of vehicles, vehicle volumes and accidents for a particular street and/or intersection. Traffic Sign: A sign placed along the roadway to warn motorist of speed limits, traffic laws or other information. Truck: A vehicle as defined under City Ordinance, which must legally travel on designated routes, generally not residential streets unless making a delivery. INTRODUCTION
The Clarksville Neighborhood Traffic Management Program represents an effort by the City of Clarksville to improve the quality of life in our neighborhood areas.
SPEED HUMP INSTALLATION POLICY
1.
GENERAL
The purpose of this policy is to provide guidelines for the application of speed humps, a relatively new approach to control vehicular traffic speeds along a roadway. A speed "hump" or roadway undulation is a gradual rise and fall of pavement surface across the width of the roadway. One common design of speed humps is a circular hump-12 feet long with a maximum height of 3" to 4" high plateau with 6 foot long circular arc approaches. (There are other approved geometries of speed humps and the City reserves the right to install the type that it deems appropriate.) A speed hump differs from a speed "bump", which is more abrupt, having a height of 3" to 4" over a length of 1' to 3'. Due to gentle vehicle rocking, speed humps cause some driver discomfort and result in most vehicles slowing down at humps and between properly spaced successive speed humps.
Research has shown that speed humps are effective in safely reducing speeds along a roadway. There is, however, a potential for traffic diversion onto neighboring streets as a result of motorists avoiding the speed hump street.
In order for speed hump installation to be effective, their provision should be in accordance with established transportation engineering criteria and documented facts. As is the case with all traffic control devices, proper installation will encourage compliance and safe driving practices. This policy provides criteria and procedures for the installation of a safe and effective speed hump.
As this is a new program, the City reserves the right to change any or all of the criteria and procedures in these guidelines if deemed necessary.
2.
ELIGIBILITY REQUIREMENTS
All of the following criteria should be satisfied for a street to be considered eligible for speed hump installation.
A.
Petition (Please refer to page 4-5 of the Clarksville Neighborhood Traffic Management Program for additional information regarding this petition)
1.
A petition from the residents and business owners documenting that at lease 80% of all households and businesses adjacent to the project street support the installation of the speed humps (refer to attached sample petition).
2.
A verification statement for the contact person confirming that the signatures on the speed hump petition are valid and represent at least 80% of the households/businesses adjacent to the project street (refer to attached verification statement).
3.
A statement from the neighborhood association endorsing speed hump installation on the project street (refer to attached sample endorsement letter). In the absence of a neighborhood association, the petition area may be extended to include nearby streets, which may see an increase in traffic as a result of this project. The Traffic Engineer will determine this petition area.
B.
Operational and Geometric Characteristics of the Street
1.
The street shall provide access (via a driveway or on-street parking) to abutting residential and/or commercial properties. Residential properties include multiple dwellings such as apartment complexes.
2.
The street shall not have more than one traffic lane in each direction.
3.
The street shall have a posted speed limit of 35 mph or less.
4.
The 85 th percentile speed on the street section must be at least 10 mph over the posted speed limit.
5.
The speed humps should not be located within 200 feet of intersections, in a horizontal curve, on vertical curves where visibility of the hump is restricted, or on approaches to these curves.
6.
The street should have curb and gutter. Consideration may be given to streets without curb and gutter. In such case, special care should be used to accommodate drainage and prevent vehicle run-arounds.
7.
The Clarksville Fire Department, Clarksville Police Department, Clarksville Transit Authority, and other emergency response services must approve the street for installation of speed humps.
3.
PROJECT PRIORITIZATION
Speed hump projects are prioritized on a citywide basis. This would ensure proper allocation of the City's resources. Engineering personnel with Roads, Buildings and Grounds will rank the projects according to their severity.
4.
COST RESPONSIBILITY
Since this is a new policy, the City will be responsible for all costs associated with the installation of speed humps (including humps, signs, pavement markings, and any other special features). The Home Owners Association or local citizens shall bear any costs associated with obtaining the requirements for the petition process (including copies, postage, or any other costs associated with this process). It may be deemed necessary in the future for the City to implement a cost-sharing procedure for the local citizens to participate in funding of speed humps.
5.
SPEED HUMP LOCATION
A speed hump shall not be located in front of a property if the occupant objects to its placement or, in the case of multiple dwellings if the majority of the households on the property object to its placement. Fulfillment of this requirement is the responsibility of the applicant(s).
6.
DESIGN, CONSTRUCTION, AND MAINTENANCE
Design standards and installation procedures for speed humps and related feature such as signs and pavement markings shall be prepared by Roads, Buildings and Grounds. Roads, Buildings and Grounds will administer construction of speed humps. The Department will maintain the speed humps and all related features.
7.
SPEED HUMPS REMOVAL AND ALTERATION
The process of speed humps alteration or removal requested by the residents is the same as the process for installation. A petition approved by the neighborhood association, documenting that at least 80% of all the households and business adjacent to the speed hump street are in favor of speed humps removal, will be required.
In case that Roads, Buildings and Grounds personnel determines that an unforeseen problem exists due to the hump, it may be redesigned or removed by the City.
SPEED HUMP INSTALLATION PROCEDURE
Following items describe the procedure to be followed for speed hump installation.
1.
PROJECT REQUEST
Request for all traffic calming projects shall be submitted through the process as defined in the Clarksville Neighborhood Traffic Management Program. To receive this document, please contact:
Clarksville Neighborhood Traffic Management Program
Roads, Buildings and Grounds
ATTN: Mark T. Cook, P.E.
199 10 th Street
Clarksville, TN 370402.
PRELIMINARY REVIEW
a.
If the Traffic Calming Study reveals that in fact a problem does exist on a particular street and it has been decided that a Stage Two Tool Solution of a Speed Hump is the appropriate application, the engineering staff of the Roads, Buildings and Grounds will collect additional information, as needed, regarding the streets operational and geometric features.
b.
Roads, Buildings and Grounds will prepare preliminary plans and specifications for the installation of the speed humps and have a meeting with the representative from the Homeowners Association or local resident.
3.
SPEED HUMP INSTALLATION
Upon approval from all parties, speed humps will be installed as scheduling permits. The construction of speed humps and the placement of signs and pavement markings shall conform to the current design standards as established by Roads, Buildings and Grounds.
APPENDIX A
DESIGN STANDARDS1.
DIMENSION AND CROSS SECTION
Two types of speed hump designs, circular and flat-topped, may be considered. The circular speed hump will be 12-14 feet long and have the cross-section of a segment of a circle with the maximum height of 3-4 inches at the center. The flat-topped speed hump will be approximately 22 feet long consisting of a 10 foot long plateau with 6 foot long circular arc approaches on either side. This flat-topped speed hump will be 3-4 inches in height.
On streets with barrier curbs, humps should extend fully across the road from curb to curb. A 12 inch minimum taper may be considered for drainage. For humps installed on non-curbed roadways, special treatment such as delineator posts should be considered to prevent vehicle run-arounds.
2.
SPACING AND LOCATION
Speed humps will usually be placed between 200 to 600 feet apart. Other spacing may be used upon engineering judgment. The following guidelines will be considered when determining proper speed hump spacing:
a.
On single short blocks (300' - 500'), a single speed hump positioned near mid-point is usually sufficient.
b.
On single blocks of moderate length (500' - 1,000'),a two speed hump configuration is usually adequate.
c.
On very long blocks (1,000' - 1,600'), three or more speed humps may be necessary.
d.
On lengthy continuous street segments or for speed humps provided over a series of blocks, interior speed humps may be places 400 to 600 feet apart.
The following points should be considered when locating speed humps:
a.
A speed hump should not be located in front of a driveway or within an intersection. Speed humps should not be located within 250 foot of a traffic signal or within 50 foot of an intersection.
b.
Speed humps should not be located over, or contain, manholes. Speed humps should not be located adjacent to fire hydrants.
c.
For speed humps located near drainage inlets, the speed hump should be placed just downstream of the inlet. If this is not feasible, special treatment should be considered for drainage.
d.
If possible, speed humps should be located on property lines rather than directly in front of a residence.
e.
The advantage of existing or planned street lighting should be considered when determining speed hump locations.
3.
TRAFFIC CONTROL
Traffic Control consisting of signs and pavement markings should be provided to advise the roadway users of a speed humps presence and to guide the motorists subsequent action. Traffic signs and pavement markings shall conform to the Manual on Uniform Traffic Control Devices (MUTCD) standards or any other approved document relating to speed humps.
APPENDIX B
SAMPLE VERIFICATION STATEMENTThere are a total of __________ properties adjacent to ______________________ between ___________________ and _________________________. There are _____ valid signatures on the Speed Hump Petition, which represent ____ percent of the properties adjacent to the street within the section mentioned above. I verify that the signatures on the Speed Hump Petition are valid and only one signature per household/business has been considered in the above-mentioned percentage.
Date: ________ ___________ (Signature of Contact Person) Name: Address: APPENDIX C
SAMPLE ENDORSEMENT LETTERIn a meeting held of the _____ day of ____________________, 20__ the_____________________________ Neighborhood Association approved and endorsed the speed hump project on ____________________________ from ___________________________________ to _____________________________. The Association acknowledges that because of installation of speed humps on the above-mentioned streets, there may be an increase of traffic on nearby streets.
The contact person has confirmed that signatures on the speed hump petition are valid and represent 80% of the households/businesses adjacent to the speed hump street within the section mentioned above.
Date: ________ ___________ (Signature of Contact Person) Name: Address: Position:
(Ord. No. 8-2002-03, 10-3-02)