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Home My WebLink AboutCC Resolution 10398 (Residential Traffic Calming Techniques)RESOLUTION NO. 10398 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF SAN RAFAEL REGARDING RESIDENTIAL TRAFFIC CALMING TECHNIQUES AND APPROVING THE RESIDENTIAL STREET SPEED HUMP WARRANTS AND POLICY WHEREAS, neighborhood traffic management, as well as safety and quality of life in residential neighborhoods can be improved by neighborhood traffic calming technique, policies and devices; and WHEREAS, a policy and professionally established warrants for speed humps in residential neighborhood streets have been developed and will be implemented to improve traffic control in certain neighborhood areas; and WHEREAS, the City Council desires to have a policy and warrants for speed humps in residential neighborhood streets. NOW, THEREFORE, BE IT RESOLVED that a speed hump policy and warrants for residential neighborhood streets as developed by the City Traffic Engineer and attached as Exhibit A is approved by the City Council, and the City Traffic Engineer is directed to use his/her professional judgement to study and analyze appropriate locations for the implementation of this policy and warrants. IT I, JEANNE M. LEONCINI, Clerk of the City of San Rafael, hereby certify that the foregoing resolution was duly and regularly introduced and adopted at a regular meeting of the Council of said City on the 19" day of April, 1999, by the following vote, to wit: AYES: COUNCILMEMBERS: Heller, Miller, Phillips and Mayor Boro NOES: COUNCILMEMBERS: None ABSENT: COUNCILMEMBERS: Cohen JEAN6". LEO 097ity Clerk Citv of San Rafael DeDartment of Public Works Traffic Enaineerina SPEED HUMP INSTALLATION POLICY AND WARRANTS FOR RESIDENTIAL STREETS EXHIBIT A Description Gradual rise and fall in pavement surface, generally to a maximum height of 3 to 4 inches in a circular arc projected over a 12 to 20 foot chord in the direction of travel. Creates a crest (variation) or hump in the roadway surface. Objective To reduce vehicle speed on local residential streets or a neighborhood collector. Street Classification A street must be classified as a two-lane, local residential street experiencing significant speeding problems. Street can not be And Use classified arterial or collector or have more than two travel lanes or more than 40 feet in width. Street Definition Residential Streets are local streets which primary serve the local residents within a neighborhood. Traffic volumes on such streets are usually low with no transit or truck activities. Neighborhood Collector Streets are intended to distribute traffic between more principal traffic routes and local residential streets within the neighborhood. All of them serve as fire response routes and a few are designated truck routes. The neighborhood collector streets that are eligible for traffic calming projects must be 75% residential in nature. Primary Criteria A residential street meeting criteria 1 and any other criterias ( 2 or 3) is considered a candidate for a speed hump installation. 1) Volume Total number of vehicles per day on the subject street is between 1,000 to 5,000. 2) Accidents When 3 or more accidents (caused by speeding) of types correctable by speed hump control have occurred within a recent 12 -month period. Proposed speed hump locations should be evaluated to determine that such an installation will not introduce increased accident potential for the subject street. 3) Speed The 85th percentile speeds must exceed 30 mph, or 50% of vehicles exceed posted speed limit or the average speed of top 15 percentile of vehicles exceeds 35 mph. Other Criterias After meeting the above primary criterias, the subject residential street must also meet all of the following four criterias: a) Visibility Speed humps should be avoided within horizontal curves with less than a 300 feet centerline radius and on vertical curves with less than the minimum safe stopping sight distance. If possible, humps should be located on tangent rather than curve sections and the areas where the lighting are adequate. b) Gradient The gradient on a particular section of a street being considered for speed hump installation does not exceed 5%. c) Other Considerations Speed humps will not be placed on blocks serving as primary access route to significant truck traffic generator, even if not designated as truck route. Street can not be a primary emergency medical service or a principal emergency vehicle route. The Fire Department must review and concur that the installation would not significantly impact their services or response times. AND Speed humps will not be placed within 20 feet of any driveway, within 25 feet of fire hydrants, or over manholes, utility valves or street monumentation. d) Acceptance More than 50% of properties (owners or occupants, one response per property) with front or side frontage on the block in question should respond, and 67% of them must agree to a speed hump installation. The location of the speed humps will be determined by the City Traffic Engineer, and more than 50% of the properties (owners or occupants, one response per property) with front or side frontage on the block in question should respond, and 67% of them must agree to these locations. City of Oakland Traffic Control Devices Speed Bump Undulations - I- �-- Speed Hump Figure 2a - The Difference between a "Common Speed Bump" and a "Speed Hump." 3.000" 1 6 � � 12' Figure 2b - Typical Undulation Dimensions. Figure 2c - Typical Oakland Installation. W37 Sign SPEED BUMP �s W6(15) MPN Sign P 30"X30" Warning Sign Black on Yellow 6" Series'E' Letters Spee Bumps W71C tE n Adjacent to Undulation. Advanced Warning Sign (where appropriate). Figure 2d - Warning Signs. 1 ZS 1. Single short blocks (300 feet to 500 feet) where speed control problems are unusual. Where such blocks must be treated, a single hump posi- tioned near mid -block would likely provide satisfactory speed control over the entire block. 2. Where control is required on single block segments of moderate length (500 feet to 1000 feet), a two -hump configuration should be satisfactory. 3. On very long blocks 0000 feet to 1600 feet), three or more humps might be necessary. 300'-500' —� One Hump - i Single Short Block50' 250' 2 250' Two Humps - \ 5001-1000' Single Moderate 19 Length Block 150'- 10 200'- . I _ t5o'- 250' 600" I 250' Three Humps - 1000'-1600' Single long l� blocks f 150'-250' 6 0 600' 250' Multiple Humps - Lengthy continuous segments and multi -block segments M 1 At least one hump per block. Follow spacing concepts above within each component block. Maximum and minimum separation and "first hump" criteria may be relaxed somewhat to conform to particular site conditions. '[Z FIGURE 4.4 Source: Federal Highway Administradon. Improving the Residential Street EmironmenL Report No. RD-81/031.Washington, D.C. May 1981. .d� I 15