5.2. SR 07-24-2000Item 5.2.
Howard R, Green Oompany
GONSULTING ENGINEERS
July 21, 2000
File: 806610J-0325
The Honorable Mayor and City Council
City of Elk River
13065 Orono Parkway
Elk River, MN 55330
RE:
AUBURN STREET CUL-DE-SAC ISSUE
CITY OF ELK RIVER, MINNESOTA
Dear Council Members:
Based on a petition received from several residents along Auburn Street, a public hearing is
scheduled for Monday, July 24, 2000, regarding construction of a cul-de-sac on Auburn Street in
an effort to reduce the amount and speed of traffic in the area. This particular issue has a long
history, going back well over two years. We, together with the Police Department, have
conducted surveys, informational meetings, speed studies, and an origin/destination study. I
have gone on record in the past earlier this year not in favor of constructing a cul-de-sac on
Auburn Street. My position on this issue remains unchanged.
Following is a chronological list of the events that have happened in the discussion and analysis
of this issue. Attached are many support documents for these various events.
1. June 23, 1998
Memo from Police Chief Zerwas and Assitant Chief Beahen to the
City Council
RE: Installation of speed humps and stop signs in the Hillside
Estates area
2. June 29, 1998
City Council Minutes Approving Speed Humps and Stop Signs
Installation in the Hillside Estates Area
3. July 24, 1998
Neighborhood Survey Conducted by the Police Department
4. August 31, 1998
Terry Maurer Memo to Pat Klaers
RE: Meeting with a few Auburn Street residents
This is the first mention of potentially constructing a cul-de-sac on
Auburn Street.
5. March 1999
Star News Article
RE: Upcoming Neighborhood Meeting
6. March 17, 1999 Memo and Mailing List for May 25, 1999, Neighborhood Meeting
Ltr-072100-MayorCouncil
1326 Energy Park Drive · St. Paul, MN 55108 · 651/644-4389 fax 651/644-9446
toll
free
888/368--4389
The Honorable Mayor and City Council
July 21, 2000
Page Two
7. March 24, 1999
8. March 25, 1999
9. March 25, 1999
10. April 1, 1999
11. November 1, 1999
12. February 16, 2000
13. March 8, 2000
14. June 2000
15. June 26,2000
16. June 26,2000
17. July18,2000
18. July 19, 2000
19. July 20,2000
Letter from Dan Verdick (of 19663 Zane Avenue), opposing the
constructing of a cul-de-sac on Auburn Street.
Sign-up Sheet from the Informational Meeting
Minutes from the Informational Meeting
Second Letter from Dan Verdick
RE: Again opposing the construction of a cul-de-sac on Auburn
Street
Summary of First Police Department Speed Study Results
Terry Maurer Memo to the City Council
RE: Recommendation against the construction of a cul-de-sac on
Auburn Street
Star News Article
RE: 2/16/00 City Engineer memo and presentation to City Council
Auburn Street Neighborhood Petition for Public Hearing on the Cul-
de-sacing of Auburn Street
Results of the Police Department's Second Speed Survey of the
Neighborhood
Northbound Wilson Street Traffic Counts Performed in Conjunction
with Police Speed Study
Assistant Police Chief Beahen Memo
RE: Opposing the construction of a cul-de-sac for Auburn Street
Fire Chief West and Assistant Police Chief Beahen Memo
RE: Response time for emergency vehicles
Origin/Destination Survey Results
I will be prepared Monday evening to elaborate on any of this information and answer any City
Council or property owner questions. Once again, my position is that Auburn Street should not
be cul-de-saced.
Ltr-072100-MayorCouncil
Howard R, Green Company
OONSULTING ENGINEERS
The Honorable Mayor and City Council
July 21,2000
Page Three
If you have any questions or would like any other information available at the City Council
meeting, please call.
Sincerely,
Howard R. Green Company
Te~.E.
TJM/mjw
Enclosures
Ltr-072100-MayorCouncil
Howard R, Green Company
CONSULTING ENGINEERS
iver Date:
Police Department Subject:
Memorandum
Mayor and City Council
Chief ZerwaslAssistant Chief Beahen
3une 23, 1998
Request for stop signs and speed bumps
On 4-30-98 Chief Zerwas and myself met with Council Member Thompson regarding
speed and stop sign complaints in the new Hillside Estate Additions off of 193% We
toured the area in response to recent complaints regarding excessive speeds in the area.
We discovered that most of the development was void of stop signs in the area north of
193~ in the Hillside fifth, sixth, and seventh additions. The developer may yet correct
this, but we feel strongly that there were specific areas that demand stop signs and they
need to be pointed out.
The identified areas were noted and the recommended placements are noted on maps
enclosed with this memo.
The areas to be signed are:
Auburn at 196~ Street
196m Street at Wilson
Wilson at 196~ Avenue
~96~ Avenue and Auburn
Baldwin Circle and 196~ Street
Auburn Circle and Auburn
In addition, we found the curves and hills on Auburn between 196m and 193~ actually
encourage traffic to cut the angle of the curve and speed through the downgrade. This
is very hazardous and there was evidence of vehicles leaving the roadway and driving
through yards.
We strongly recommend speed bumps be installed on Auburn on the north and south
sides of the hill area between 196~ and 193%
There is an identical problem on Dodge south of 193"~. Them is a request to add two
speed bumps on the opposite sides of the grade and curve south of 193~ as well. (See
attached maps for exact locations)
We did investigate the use of a recessed concrete speed bump instead of the standard
raised asphalt bump. In meeting with City Staff: we discovered that from an engineering
standpoint, the recessed bump would not facilitate drainage; in fact it would more than
likely hasten road decay and would be an expensive and lengthy project to implement.
The raised bumps are easier to install and removal at a future date is much easier than
the recessed kind.
13065 Orono Parkway * P.O. Box 723 · Elk River, MN 55330 * (612) 441-2324 · Fax (612) 441-8937
The suggested use of speed bumps as a means of slowing traffic down is unique to this
area. Auburn is one of only a few city blocks in Elk River which exceeds the maximum
length for a city block as dictated by ordinance. There are no cross intersections to erect
stop signs at and safety concerns prevent us from suggesting a mid-block stop sign from
being erected. The only other over size blocks are in areas or developments which do
not or will not have heavy traffic patterns or speed problems. We suggest using a
criteria for any future requests for speed bumps, that the block exceed the city size
limit; traffic flow be high and at excessive speeds and no cross streets exist which would
allow use of stop signs. The chances of other similar streets or situations existing is very
slim.
Tn addition, if these bumps do not work during a trial period of several months, they can
be removed by milling them off with little noticeable impact to the existing street
surface.
In checking other frequent areas of concern, we would request a four way stop be made
at Lowell and Highland. Recent reports of speeder in that area by Council Member
Farber resulted in targeted enforcement that netted a number of speed violators. A 4-
way stop would help insure speeds stay down as well as slowing down traffic at a key
area - the north driveway to the junior high. A fairly large number of students cross
Highland at the north driveway before and after school as well as during athletic events
and after school activities.
Our final request would be to re-evaluate Third and Gates - a frequent area of concern.
A traffic study was done last year and we feel that a new study should be done to
evaluate the current traffic flow to determine if the warrants exist for a four way stop. ]:f
the warrants do not exist there are alternatives which the council may wish to look at.
These were brought up several years ago and include redesign of the intersection;
closing of the intersection and installation of a new sidewalk.
Submitt by:
June 29 1998 ~
~/~ENT OF 1998. COUNCIl. MEMBER HOLMGREN SECONDED THE MOTION.
THE MOTION CARRIED 5-0.
COUNCILMEMBER FARBER MOVED TO DENY THE APPEAL BY JOE BICKMAN FOR
PARCELS 0001753 AND 0001754 BASED ON THE FACT THAT THE IMPROVEMENT IS
BENEFITING THE PROPERTY BY MORE THAN THE ASSESSMENT AMOUNT.
COUNClLMEMBER THOMPSON SECONDED THE MOTION. THE MOTION CARRIED 5-0.
The Council agreed to hold a supplemental assessment hearing for two
properties (75-402-0191 and 75-132-11t) as requested by the City Engineer.
4.4.
Consider Resolution Requestinq MASC Miqhty Kids Grand Fundinq for
Concession/Shelter at Youth Athletic Complex
Jeff Asfahl indicated that he has once again wants to apply for a grant from the
Minnesota Amateur Sports Commission to enhance recreational opportunities
and facilities for youth. If received, the money will be used for concession and
shelter buildings at the new Youth Athletic Sports Complex.
COUNCILMEMBER HOLMGREN MOVED TO ADOPT RESOLUTION 98-74 REQUESTING
M.A.S.C. MIGHTY KIDS GRANT FUNDING FOR THE DEVELOPMENT OF A
CONCESSION/SHELTER AT THE YOUTH SPORTS COMPLEX. COUNClLMEMBER FARBER
SECONDED THE MOTION. THE MOTION CARRIED $-0.
4.5. Update on Youthbound Project
Jeff Asfahl and Michele Bergh updated the Council on Youthbound activities. It
was noted that Youthbound had its opening weekend and was very successful.
Request for Stop Siqns and Speed Bumps
Police 'Chief Zerwas indicated he received complaints regarding parking on both
sides of Joplin Avenue, south of County Road 30. The Chief suggested that no
parking be implemented on the west side of the street. The Council suggested
researching an ordinance amendment to prohibit parking ef vehicles on city
streets for extended periods of time.
Jeff Behean, Assistant Chief, spoke to the Council regarding speed complaints
and stop sign requests in the new Hillside Estates Additions off of 193rd Avenue. He
indicated that the area was void of stop signs. He recommended that stop signs
be placed at the following locations:
· Auburn at 196~h Street
· 196Ih Street at Wilson
· Wilson at 196m Avenue
· 196th Avenue and Auburn
· Baldwin Circle and 196th Street
· Auburn Circle and Auburn
The Assistant Chief also recommended that speed bumps installed on Auburn on
the north and south sides of the hill area between 196Ih and 193rd and on Dodge
south of 193ra Avenue. He explained that the speed bumps are necessary due to
the long length of the road with no through streets, therefore, leaving no
City Council Minutes
June 29, 1998
Page 4
opportunity to place stop signs along the road. Phil Hals, Street Superintendent
indicated that speed bumps are a problem with plowing and felt that the
installation of speed bumps could be the impetus for other neighborhoods
requesting the same treatment.
Following Council discussion regarding the use of speed bumps, it was suggested
to try speed bumps on these two locations and to not approve any additional
speed bumps for a two year period. Phil Hals requested the Police Department to
supply templates and exact locations for the speed bumps.
The area of Lowell and Highland was discussed regarding speed complaints.
Assistant Chief Beahen suggested a four-way stop sign for this area. Another area
discussed was 3rd and Gates regarding speed. Assistant Chief Beahen suggested
another study in this area to see if a four-way stop is warranted.
COUNCILMEMBER THOMPSON MOVED TO AUTHORIZE THE FOLLOWING:
.STOP SIGNS
· AUBURN AT 176TM STREET
· 196TM STREET AT WILSON
· WILSON AT 196TM AVENUE
· 196TM AVENUE AND AUBURN
· BALDWIN CIRCLE AND 196TH STREET
· AUBURN CIRCLE AND AUBURN
SPEED BUMPS
· AUBURN ON THE NORTH AND SOUTH SIDES OF THE HILL AREA BETWEEN 196TM AND
193RD
· DODGE AVENUE SOUTH OF 193RD
FOUR-WAY STOP SIGN
· LOWELL AND HIGHLAND
INVESTIGATION AS TO WHETHER FOUR-WAY STOP IS WARRANTED
· 3RD AND GATES
NO PARKING
· WEST SIDE OF JOPLIN AVENUE
4.10.
COUNCILMEMBER HOLMGREN SECONDED THE MOTION. THE MOTION CARRIED 4-0-
1. MAYOR DUITSMAN ABSTAINED DUE TO HIS CONCERN WITH SPEED BUMPS.
,Update on Park and Recreation Bond Referendum
Dana Anderson updated the Council on the potential of moving forward with a
park bond referendum. Discussion pursued regarding the components of the
question. The two components discussed included an outdoor pool and last
years' proposal for outdoor recreation facilities. Dana Anderson indicated that
Decision Resources is suggesting that the total dollar amount should be in the
range of 2.25 million dollars with the thought of splitting this amount between the
two components. Mr. Anderson indicated that the Park and Recreation
Commission was not certain that a quality pool could be built for 1.1 million
July 24, 1998
Dear Auburn Street Resident:
Last month, the Police Department approached the City Council in response to
concerns from the housing additions in your area and their concerns about
speeding vehicles. The push to resolve the complaints was brought about by
Councilperson Thompson.
In looking at your neighborhood, we discovered that the addition to your north
had never complied with the original plat approval, and the required stop signs
were never installed. We felt that installing a number of stop signs in the right
places would deter the traffic cutting down from 197th, and then down Auburn to
193rd. This is being rectified and the developer is in the process of installing all
the signs we have requested. There is a slight delay as the signs are installed on
the top of the City street signs that have to be custom ordered.
The second solution given was to install speed bumps on Auburn. These bumps
would be placed on the north and south ends of the curves between 196th and
193rd. We felt this would be a deterrent not only to speeding vehicles, but also to
discourage those vehicles that use Auburn as a thoroughfare.
We realize that extra patrol and increased traffic enforcement are also effective
preventative measures. Our department is not able to provide large quantities of
time to one specific area for traffic enforcement. Elk River is 44 square miles and
has more road surface than most cities of comparable size. It is very difficult for
the three squads on duty to patrol every street in the city during an eight-hour
shift. When we factor in calls, reports, follow-up and other assignments, it
becomes even more difficult to try to saturate one specific area.
Our recommendation of speed bumps was done on the thought that they would
always be there thus giving a 24-hour deterrent towards the problem. They are
not a guarantee - people can still speed, but they would help reduce the number
of speeding vehicles.
Since our original proposal, we have received feedback from Auburn residents
indicating that speed bumps may not be the answer. The biggest concern is
snow removal in the winter. Our street superintendent is not sure what bumps
will do to hinder snow removal, but he is certain there might be some ice and
snow buildup near the bumps. The second concern is where exactly do we place
the bumps. Some residents would prefer the bumps not be in front of their
residences. Others have expressed concerns that speed bumps are not the
answer at ail.
We were concerned about your calls and had hoped that the combination of stop
signs and speed bumps would make your neighborhood a safer place to live. We
do believe however in doing this in a democratic way and don't want to see a
solution forced upon you creating bad feelings.
What we would ask is that you complete the enclosed survey and return it as
soon as possible using the enclosed postage paid envelope. Using the results of
the neighborhood survey, we will advise staff what the majority of you would like
to see happen and implement that plan.
Please contact me if you have questions or comments about this project. We
look forward to hearing from you and appreciate you taking the time to consider
our request.
Sincerely,
Jeffrey A, Beahen
Assistant Chief of Police
Auburn Street Traffic Survey
The following choices are being given to ail res/dents of Auburn between 1£3
and 195t~ in the City of E/k River. P/ease check the choice that you fee/best
resolves the cornp/aint of speeding vehicles in your neighborhood,
1) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) Install the speed bumps after checking with the neighborhood for the
best possible and least intrusive locations.
3) Install removable speed bumps. These would be there only in the
Warmer months and would be removed during the times when snow removal
takes place.
4) Look at other options. (note: we have looked at finding other means of
'reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suggestions:
P/ease enclose this survey in the enclosed addressed and stamped
envelope. Thanks for your response!
ERPD
Auburn Street Traffic Survey
and 19~ /n the C/b/' of Elk R/ver. P/ease check the cho/ce that you fee/best
resolves the cornpla/nt of speed/ng veh/cle~ /n your ne/ghborhood.
l) Tnstall no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) !nsta!~ the .speed bumps after checking with the neighborhood for the
best possible and least intrusive locations.
L~ 3) :[nstall removable speed bumps. These would be there only in the
warmer months and would be removed during the times when snow removal
takes place.
4) Look at other options. (note: we have looked at finding other means of
rediJcing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suggestions:
Please enclose this survey in the enclosed addressed and stamped
envelope, Thanks for your response!
ERPD
Auburn Street Traffic Survey
The fo/lowing choices are being given to all res/dents of Auburn between
and ]95~ in the City of Elk River. P/ease check the choice that you fee/best
resolves the complaint of speeding vehicles in your neighborhood,
1) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) Install the speed bumps after checking with the neighborhood for the
' best possible and least intrusive locations.
'3) Install remOVable, spee_~d bumps.. These wO,:!d.be there 0n!Y in the
'warmer months and would be removed 'during the times when snow removal
takes place.
J4) Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
P/ease enclose this survey in the enclosed addressed and stamped
envelope. Thanks for your response!
ERPD
Auburn Street Traffic Survey
The fo/lowing choices are being given to all res/dents of Auburn between
and 195~ in the City of Elk River. Please check the choice that you fee/best
resolves the complaint of speeding vehicles in your neighborhood.
".~' 1) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) Install the speed bumps after checking with the neighborhood for the
best possible and least intrusive locations.
3) Install removable speed bumps. These wouia be there only in the
war:ruer months and would be removed during the times when snow removal
takes place.
4) Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suggestions:
Plea_ce enclose this survey in the enclosed addressed and stamped
envelope. Thanks for,your response!
ERPD
Auburn Street Traffic Survey
The fo/lowing choices are being given to all res/dents of Auburn between
and 195~ in the City of Elk R/vet. Please check the choice that you feel best
resolves the complaint of speeding vehicles in your neighborhood.
1) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) Install the speed bumps after checking with the neighborhood for the
best possible and least intrusive locations.
3) Install removable speed bumps. These would be there only in the
warmer months and would be removed during the times when snow removal
takes place.
~' 4) Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suggestions:
P/ease enclose this survey in the enclosed addressed and stamped
envelope. Thanks for your response!
ERPD
Auburn Street Traffic Survey
The fo/lowing choices are being given to all residen~ of Auburn between
and 19~' /n the City of Elk River, P/ease check the choice that you fee/best
resolves the complaint of speeding vehicles in your neighborhood.
l) ]:nstall no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) ]:nstall the speed bumps after checking with the neighborhood for the
bes-'--t possible and least intrusive locations.
.,, ...... ' b~mp~..-rh.~_e ,..o,,.d there only the
~,3) T~t'=II renlovabl'e speed ,, . ~c ,~, ,,~ be in
warmer months'and would be removed during the times when snow removal
takes place.
_~ 4) Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
P!e~_e _.~.lose this survey in the enclosed addressed and stamped
envelope, Thanks for your response!
ERPZ)
Auburn Street Traffic Survey
The follow/ng choices are being g/ven to al~ res/dents of Auburn between
and JlJ76~h /n the ¢/ty of Elk R/ver. Please check the cho/ce that you fee/best
resolves the cornpla/nt of speed~rig veh/cle$ /n your ne/ghborhood.
1) Tnstall no speed bumps, lets see if the new stop signs north of Auburn
help 'the problem.
~no~od the speed bumps after checking'witP ....
2) ' ...-, u ~ nelghborhood rot the
best possible and least intrusive locations.
__ 3) Install removable speed bumps. These would be there only in the
warmer months and would be removed during the times when snow removal
takes plac/e.
v~4) Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suggestions: ~/~_A:t~_- ~,:~c~.;~r
Please enclose this su~ey in the enclosed a~ssed and s~mped
envelope. Thanks for your msponse]
ERPD
Auburn Street Traffic Survey
The follow/ng cho/ces are be/ng g/yen to all res/dents of Auburn bet~veen 193
and 196~ /n the C/ty of Elk R/ver. P/ease check the cho/ce that you fee/best
resolves the comp/a/nt o£ speed/ng veh/c/es /n your ne/ghborhood.
1) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) Install the speed bumps after checking with the neighborhood for the
best possible and least intrusive locations.
3) ]:nstall remOVable speed bumpS. These would be there only in the
warmer months and would be removed during the times when snow removal
takes place.
Y/'4) Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suggestions:
Please enclose this survey in the enclosed addressed and stamped
envelope, Than~ for your response!
ERPD
Auburn Street Traffic Survey
and 19~"~ /n the C/ty of Elk R/ver. P/ease check the cho/ce that you feel best
resolves the cornpla/nt of speed/rig veh/c/es /n your ne/ghborhood.
1) :Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
'2) :Install the speed bumps after checking with the neighborhood for the
best possible and least intrusive locations.
3) install remOvable sPeed bumps. These woul, be there only in the
wa~:mer months and woUld be removed during the times when snow removal
takes place.
~ 4) Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suggestions: \~o_ o.~,~_~-~._
Please enclose this survey in the enclosed addressed and stamped
envelope, Thanlc~ for your response!
Auburn Street Traffic Survey
The fo/lowing choices are being given to all res/dents of Auburn between 195~
and 195~ in the City of Elk River. P/ease check the choice that you fee/best
resolves the complaint of speeding vehicles in your neighborhood.
~'. 1) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) Tnstall the speed bumps after checking with the neighborhood for the
best possible and least intrusive locations.
3) Ins~ll removable speed bumps. These would be there only in the
warmer months and would be removed during the times when snow removal
takes place.
4) Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suaaestions:~ '~ ~ ~'~ ~'~:
PIe~:= enclose thia survey in the enclosed addressed and.stamped
envelope. Thanks for your response!
ERPD
Street Traffic Survey
,,,~VENUE NORTH
PARK, MN 55443-4300
TEL (612) 493-8101
FAX (612) 493-8391
TDD (612) 493-8392
:given to all res/dents of Auburn between lP~
r. P/ease check the cho/ce that you feel best
'lng veh/c/es in your neighborhood.
1) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) Install the speed bumps after checking with the neighborhood for the
best possible and lea~ intrusive locationS.
3) Install removable speed bumps. These would be there only in the
warmer months and would be removed during the times when snow removal
takes place.
_~ 4) Look at other options. (note: we have looked at finding other means of
reducing traffic such as m~_~ ~'.: :i:L:;-_~i.5~. and~.,~i~,~ but these are not
either effective or safe for your neighborhood)
Please enclose this survey in the enclosed addressed and stamped
envelope. Thanic~ for YOur response!
£RPD
Auburn Street Traffic Survey
The following choices are being given to ali res/dents of Auburn between 19.~
and 195~ in the City of EIk River, P/ease check the choice that you feel best
resolves the complaint of speeding vehicles in your neighborhood.
_j~l) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) Install the speed bumps after checking with the neighborhood for the
be'-'~t possible and least intrusive locations,
3) Install removable speed bumps. These would be there only in the
warmer months and would be removed during the times when snow removal
takes place,
4) Look at other options. (note: we have looked at finding other means of
red'ucing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suggestions: ~'~ ~Wr Fl ~' ~¢~e-+ ,..~'/90~L/C_./
_Kit +.' I0~-- a f H r~ ~-.H¢~-~-.~- , 0 $~ r
Please enclose this survey in the enclosed addressed and stamped
envelope. Thanks for your response!
ERPD
Auburn Street Traffic Survey
The fo/lowing choices are being given to all res/dent~ of Auburn between 193~
and 19~ /n the City of Elk River. Please check the choice that you feel best
resolves the complaint of speeding vehicles/n your neighborhood.
~ Z) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
~ 2) Install the speed bumps after checking with the neighborhood for the
le~=t ,ntr.s.,~ -!o~aJ.onr.-
~_ 3) Install removable speed bumps. These would be there only in the
warmer months and would be removed during the times when snow removal
takes place.
) Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suagestions:~ ~-~--- ~
Please enclose this survey in the enclosed addressed and stamped
envelope. Thank~ for your response]
ERPD
Auburn Street Traffic Survey
The fo/lowing choices are being given to all res/dents of Auburn between
and 195~ in the City of Elk River. Please check the choice that you fee/best
resolves the complaint of speeding vehicles in your neighborhood.
v'/' 1) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
2) Tnstall the speed bumps after checking with the neighborhood for the
bes---t possible and least intrusive locations.
3) Install removable speed bumps. These would be there only in the
war:mer months and would be removed during the times when snow removal
takes place.
4)- Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
envelope, Thanks for your response/
ERPD
Auburn Street Traffic Survey
The follow/ng cho/ces are be/rig g/yen to all res/dent~ of Auburn between 19~r~
and 1~7~ /n the C/b/ of Elk R/ver. Please check the cho/ce that you feel best
resolves the cornp/a/nt of ~peed/ng veh/cle~ /n your ne/ghborhood.
~' 7~. 1) Install no speed bumps, lets see if the new stop signs north of Auburn
help the problem.
'¢ ~( 2) Install the speed bumps after checking with the neighborhood for the
best possible and least intrusive locations.
"~__-~_ 3) Install removable speed bumps. These would be there only in the
warmer months and would be removed during the times when snow removal
takes place.
] 4) Look at other options. (note: we have looked at finding other means of
reducing traffic such as mid-block stop signs and traffic circles, but these are not
either effective or safe for your neighborhood)
Comments/Suggestions: Co~J-~,
Please enclose this survey in the enclosed addressed and stamped
env~J~J~, -- --'-'- ~ .....
ERPD
Howard R, Green Qompany
OONSULTING ENGINEERS
March 17, 1999
File: 806610J-0325
Dear Hillside Estates Residents:
For over the past year there have been numerous complaints regarding the speed of traffic and
the volume of traffic along Auburn Street. In fact, last year the police department presented a
plan to the City Council to install speed bumps along Auburn Street in an attempt to slow the
speed of traffic down. However, there were concerns for the residents along Auburn Street
regarding the impact speed bumps would have on their properties. Therefore, this idea was
dropped. City staff has met with a group of residents from Auburn Street to discuss other
options to reduce the speed and volume of traffic along this stretch of roadway. City Council
has directed staff to conduct an informational meeting with the residents of Hillside Estates 3rd,
4th, 5th, 6th and 7th Addition to get public feedback on the potential cul-de-sacing of Auburn Street
and eliminating this street as a through route in the Hillside Estates development. Therefore,
City staff will conduct the following informational meeting.
Hillside Estates Informational Meeting
Regarding Auburn Street
Thursday, March 25, 1999
6:00 p.m. City Hall
City Council Chambers
If you are unable to attend this meeting or would prefer to submit any comments you may have
in writing, they can be submitted to me at City Hall or I can be contacted at 441-2950.
Sincerely,
HOWARD R. GREEN COMPANY
Terry J. Maurer, P.E.
City Engineer
o./proj./806610J/resident Itr. march99
1326 Energy Park Drive · St. Paul, MN 55108 · 651/644-4389 fax 651/644-9446 toll free 888/368-4389
Mr. Kerry & Mrs. Donna Bannister
1 ! 248 193rd Avenue NW
Elk River, MN 55330
Mr. Doran & Mrs. Marie Cote
19407 Auburn Street NW
Elk River, MN 55330
Mr. Leslie & Mrs. Barbara Miner
19410 Auburn Street NW
Elk River, MN 55330
Mr. David & Rebecca Kovach
19382 Auburn Street NW
Elk River, MN 55330
Mr. Everett & Mrs. Verna Specht
c/o Mr. Dale E. Specht
5241 Parell Avenue NE
Rogers, MN 55374
Mr. Charles & Mrs. Cynthia Hinote
11260 193rd Avenue NW
Elk River, MN 55330
Mr. Arthur D. Prouty
13903 Echo Park Lane
Burnsville, MN 55337
Mr. Leo & Reardon L)tterman
19393 Auburn Street NW
Elk River, MN 55330
Mr. Christopher Haugen
19366 Auburn Street NW
Elk River, MN 55330
Howard R, Green Company
CONSULTING ENGINEERS
March 15, 1999
File: 806610J-0325
Dear Hillside Estates Residents:
For over the past year there have been numerous complaints regarding the speed of traffic and
the volume of traffic along Auburn Street. In fact, last year the police department presented a
plan to the City Council to install speed bumps along Auburn Street in an attempt to slow the
speed of traffic down. However, there were concerns for the residents along Auburn Street
regarding the impact speed bumps would have on their properties. Therefore, this idea was
dropped. City staff has met with a group of residents from Auburn Street to discuss other-
options to reduce the speed and volume of traffic along this stretch of roadway. City Council
has directed staff to conduct an informational meeting with the residents of Hillside Estates 4th,
5th, 6th and 7th Addition to get public feedback on the potential cul-de-sacing of Auburn Street
and eliminating this street as a through route in the Hillside Estates development. Therefore,
City staff will conduct the following informational meeting.
Hillside Estates Informational Meeting
Regarding Auburn Street
Thursday, March 25, 1999
6:00 p.m. City Hall
City Council Chambers
If you are unable to attend this meeting or would prefer to submit any comments you may have
in writing, they can be submitted to me at City Hall or I can be contacted at 441-2950.
Sincerely,
HOWARD R. GREEN COMPANY
City Engineer
o./proj./806610J/resident Itr. march99
1326 Energy Park Drive · St. Paul, MN 55108 · 651/644-4389 fax 651/644-9446 toll free 888/368-4389
City of Elk River
P.O. Box 490
Elk River, MN 55330 ·
Phoenix Enterprises, LLC
19230 Evans Street NW
Elk River, MN 55330
Mr. David & Mrs. Amy Crocker
19422 Auburn Street NW
Elk River, MN 55330
Mr. Gary & Mrs. Linda Wieber
19438 Auburn Street NW
Elk River, MN 55330
Mr. Grogory & Mrs. Filomena Failla
19450 Auburn Street NW
Elk River, MN 55330
Ms. Tracy Jennings
19468 Auburn Street NW
Elk River, MN 55330
Mr. Richard & Mrs. Sally Pesta
19506 Auburn Street NW
Elk River, MN 55330
Mr. John & Mrs. Tina Simonds
19501 Auburn Street NW
Elk River, MN 55330
Mr. Jason & Mrs. Trisha Janu
11110 196th Avenue NW
Elk River, MN 55330
Mr. David & Mrs. Ruth Delzer
11066 196th Avenue NW
Elk River, MN 55330
Mr. Steven & Nancy Hoff
19478 Auburn Street NW
Elk River, MN 55330
Mr. Craig A. Schreck
19519 Auburn Street NW
Elk River, MN 55330
Mr. David & Mrs. Tod Badger
19495 Auburn Street NW
Elk River, MN 55330
Mr. Louis & Mrs. Lori Kirscht
11098 196th Avenue NW
Elk River, MN 55330
Ms. Diana Dvoracek
11052 196th Avenue Nw
Elk River, MN 55330
Mr. Charles & Mrs. Leesa Gilliam
11018 196th Avenue NW
Elk River, MN 55330
Phoenix Enterprises, LLC
19230 Evans Street NW
Elk River, MN 55330
Ms. Christine M. Riley
19564 Auburn Street NW
Elk River, MN 55330
Mr. Timothy & Mrs. Rina Dietz
11078 196th Avenue NW
Elk River, MN 55330
Mr. Paul & Mrs. Pamela Craven
11042 196th Avenue NW
Elk River, MN 55330
Mr. Merlin & Mrs. Penny Blair
19642 Wilson Street
Elk River, MN 55330
Mr. Nancy Carter
19628 Wilson Street
Elk River, MN 55330
. Bryan J. Provo
, ~049 196th Avenue NW
Elk River, MN 55330
Mr. Kevin & Mrs. Peggy KIoos
19616 Wilson Street NW
Elk River, MN 55330
Mr. John & Mrs. Kelly Bobleter
11061 196th Avenue NW
Elk River, MN 55330
Mr. Tim & Mrs. Becky Staffenhager
11075 196th Avenue NW
Elk River, MN 55330
Mr. James & Rachel Boyle
11085 196th Avenue NW
Elk River, MN 55330
Mr. Patrick & Jill Jopp
19675 Wilson Street NW
Elk River, MN 55330
Ms. Amy Ottem
19663 Wilson Street NW
Elk River, MN 55330
Mr. Charles & Mrs. Robin Leingang
19691 Wilson Street
Elk River, MN 55330
Mr. Dennis & Mrs. Kathy Barthel
19639 Wilson Street NW
Elk River, MN 55330
Mr. James & Mrs. Ann Johnson
19609 Wilson Street
Elk River, MN 55330
Mr. Sergio & Mrs. Tracy Bulask
11043 196th Lane Nw
Elk River, MN 55330
Mr. Scott & Mrs. Marilyn Demarais
11083 196th Lane NW
Elk River, MN 55330
Mr. David & Mrs. Stephanie Poisson
11121 196th Lane
Elk River, MN 55330 -
Mr. Jeffrey & Debbra Platt
19627 Wilson Street NW
Elk River MN 55330
Mr. Shawn & Mrs. Maria Brown
19605 Wilson Street
Elk River MN 55330
Mr. Dale & Mrs. Susan Lindwall
11061 196t" Lane NW
Elk River MN 55330
Ms. Tammy Martin
11095 196th Lane NW
Elk River MN 55330
Mr. Randall Thue
19600 Zane Street NW
Elk River. MN 55330
Mr. Christopher & Mrs. Mindy Peters
19615 Wilson Street NW
Elk River, MN 55330
Mr. Chad & Jodi Jung
19601 Wilson Street NW
Elk River, MN 55330
Mr. Christopher & Karl Kortuem
11073 196th Lane NW
Elk River, MN 55330
Mr. Harold & Mrs. Eleanor Berry
11109 196th Lane
Elk River, MN 55330
Ms. Melanie Johnson
19600 Zane Street NW
Elk River, MN 55330
Mr. Shawn & Rebecca Bengtson
19608 Zane Street NW
Elk River, MN 55330
Ms. Juliabeth Ritchie
19622 Zane Street NW
Elk River MN 55330
Mr. James Baham
19634 Zane Avenue NW
Elk River, MN 55330
Mr. Richard & Mrs. Kristi Fischer
19664 Zane Avenue NW
Elk River, MN 55330
James & Mrs. Heather Hagen
,, 102 196th Circle
Elk River, MN 55330
Mr. Brian Dischinger
11088 196~ Circle NW
Elk River, MN 55330
Ms. Hilary Johnson
11088 196~ Circle NW
Elk River, MN 55330
Mr. Bryan C. Vita
11076 196th Circle
Elk River, MN 55330
Mr. Devin & Mrs. Julie Odegard
11071 196th Circle
Elk River, MN 55330
Mr. Michael & Mrs. Barbara Baker
11083 196t' Circle
Elk River, MN 55330
Mr. Gerald & Mrs. Mary Eidem
11097 196t~ Circle NE
Elk River, MN 55330
Ms. Carol L. Crotty
11086 196th Lane NW
Elk River, MN 55330
Mr. John & Mrs. Tracy Dailey
11046 196th Lane
Elk River, MN 55330
Mr. Kevin Wicks
11155 196th Lane NW
Elk River, MN 55330
Mr. Michael S. Wilson
11072 196th Lane NW
Elk River, MN 55330
Mr. Corey & Mrs. Jennifer Meyer
11133 196th Lane NW
Elk River, MN 55330
Mr. Todd & Mrs. Nancy Kiemele
11169 196th Lane NW
Elk River, MN 55330
Ms. Kathleen A. Devens
11060 196th Lane NW
Elk River, MN 55330
Mr. Gregory R. Zewers
11145 196t~ Lane NW
Elk River, MN 55330
Mr. Paul & Jody Schwab
11181 196th Lane
Elk River, MN 55330
Mr. Dan & Mrs. Colene Verdick
19663 Zane Court NW
Elk River, MN 55330
Mr. David & Mrs. Lisa Deterding
19613 Zane Court NW
Elk River, MN 55330 -
Mr. Gregory & Roxane Davis
19610 Zane Court
Elk River, MN 55330
Mr. David OIson
19632 Zane Court
Elk River, MN 55330
Ms. Julie Hable
19632 Zane Court
Elk River, MN 55330
Mr. Patrick Haley
19646 Zane Court
Elk River, MN 55330
Ms. Danyelle Gwin
19646 Zane Court
Elk River, MN 55330
Mr. Mark & Mrs. Tracy Jennings
19468 Auburn Street NW
Elk River, MN 55330
Mr. MariusZ & Mr. Bozena Luczak
11030 196th Avenue NW
Elk River, MN 55330
Mr. Michael Wells
19608 Wilson Street
Elk River, MN 55330
Ms. Heidi Henry
19608 Wilson Street
Elk River, MN 55330
Mr. Jeffrey Weyer
11099 196th Avenue NW
Elk River, MN 55330
Ms. Melany Wynn
11099 196th Avenue NW
Elk River, MN 55330
Ms. Leslie R. Gergh
19651 Wilson Street NW
Elk River, MN 55330
Mr. Timothy & Mrs. Heather Horn
1116 196th Lane NW
Elk River, MN 55330
Ms. Rhonda Magnussen
19648 Zane Avenue NW
Elk River, MN 55330
Mr. Neil& Mrs. Jennifer Bykowski
19649 Zane Court
Elk River, MN 55330
Mr. Jeffrey & Mrs. Lisa Lange
11111 196th Circle
Elk River, MN 55330
Mr. Brian & Mrs. Karlyn Ballenger
19639 Zane Court NW
Elk River, MN 55330
Howard R, Green Company
CONSULTING ENGINEERS
August 31, 1998
File: 230000M-0325
Formerly MSA
Consulting Engineers
Pat Klaers
City Administrator
City of Elk River
13065 Orono Parkway
Elk River, MN 55330
RE: AUBURN STREET TRAFFIC ISSUES
Dear Mr. Klaers:
As you are aware, the City Council authorized the installation of two speed bumps on Auburn
Street several weeks ago. Because of the neighborhood opposition, the police department has
held off on having the street department install these. Instead, the police department did a
community questionnaire of the affected residents. The overwhelming response was in
opposition to speed bumps.
I have recently had an opportunity to meet with Dorn Cote, and two of his neighbors from the
south end of Auburn Street, near 1934 Avenue. They were interested in exploring other
opportunities to alleviate the amount and speed of traffic on Auburn Street. During our
brainstorming "discussion" regarding this issue, we came upon the idea of installing cul-de-sacs
in the street from the north and the south, eliminating cut-through traffic.
I have had an opportunity to discuss this concept with Phil Hals, Street Superintendent, Bruce
West, Fire Chief, Tom Zerwas, Police Chief, and Rick Foster, Developer. All of these
individuals were supportive of this approach to the traffic issues. Mr. Foster indicated that he
was not in favor of paying for the improvements personally, but had no problem with having the
improvements combined with one of his future phases in the spring of 1999, to get a more
competitive bid. We have estimated the cost of constructing two cul-de-sacs with some
landscaping between them at approximately $12,000.00.
If the City Council wants to pursue this option, I believe the next step should be a neighborhood
meeting with all the affected property owners. This is something that I could coordinate during
the fall months, if the City Council so directs.
Please let me know how to proceed with this issue.
Sincerely,
Howard R. Green Company
Terry J.~vlaurer, P.E.
TJM/st
O:'~ROJ~230000rn\000-3102.aug.doc
1326 Energy Park Drive · St. Paul, MN 55108 ° 612/644-4389 fax 612/644-9446 toll free 888/368-4389
Member
'an Cote,
acrs and:
t 3 t. Two
two are
:retion to
council
,icked,
~denBerge
)esign the
ntown Elk
tall;' ' at
fear..
~t Otsego
fictured a
.end-grade
is drawing
ssippi and
A ,group of adults more lnter-
este '~ dancing to loud music
the istening to the Elks'
hockey game cheered for
Hastings when the game
finally ended about midnight,
setting off a group of Elk
River High School graduates,
according to Elk River .Police
Chief Tom Zerwas:
The incident resulted in six
arrests--three from each
~'vern~nent Center on the
eastbound side of Highway
10. Baker told police he was
first struck near Steve's
Nursery.
.Man angered by wait at Mork
faces felony charges
A 32~year-old Zimmerman
man who became upset with
the wait at Mork Clinic is fac-
car was later found damaged in a operator of the vehicle, believed to
ditch ~,e intersection of highways a dark-color Ford Bronco, fled the
169 a .~). The car had apparently
struck a couple state highway signs
before coming to a stop.
· March 4, 6:53 p.m.: Wade
Lovelette, 13000 block of Islandview
Drive, reported the theft of a 24-inch
Roadmhster mountain bike. It was
later located, and three juvenile
males were charged with theft.
· March 5, 6:30 p.m.: Elk River
Police responded to the 1100 block of
scene.
· March 8, 8:31 p.m.: Elk River
Police ~vere called to Mork Clinic,
where they spoke with the victim of
an apparent assault. After talking to
the suspect, a citation was issued to a
32-year-old male for fifth-degree
assault for an incident in the 500
block of Auburn Place.
· March 9, 10:46 a.m.: Elk River
Police were dispatched to 5-1/2 Street
part- Four 'men and tWo lng felony-level criminal dam- Lion's Park Drive on a report of a for a medical. A man severed his fra-
Y' . . , a~e to property charges, domestic. A 14-year-eld male was ger in a snowblower a~cident at the
women ranging In age irom ,o .~ taken into custody. Charges of fifth Callicoat residence.
23 to 35 were cited for disor- ~treWarSe ~oa;~dl had taken a degree assault are pending. .March 9, 1:13 p.m.: Elk River
*March 7, 4:41 p.m.: St. Andrew's Police were called to the 19000 block
derly conduct, child top the ~octor on the Catholic School and Church reported, of ~reeport for a report of a juvenile
the theft of a Nokia cell phone and a' shoplifter in custody. A 13-year-old
Snowmobilerstruck twice ~{ ~ gn ~ ~ e~ta~h2tfi~, aknn oe~: small amount of cash. The items were Elk River male reportedly stole two
A 26-year-old Elk River man _ reportedly taken from the building's compact discs and a CD ROM game
reported that another snow- ~rgin°;e~h~ ~a~tserinanadnShe~ kitchen area. valued at$33.97.
*March 7, 4:56 p.m.: John Taggert *March 10, 9:15 a.m.: Menards
mobiler, struck him from ~ s 0, ~ · - reported the theft of an 8-byS-foot reported receiving five worthless
o~v°e°rr ~°br~l,~egenU.~ shed from the vacant trailer court checks totaling more than $900.
behind t~.ice while he w. as t~e~ai
snowmobiling on the evemng damage to the door is esfimat- along12. It'sHighwaYbelieved169thatandaC°untYskid loaderR°ad .
· - · over Auburn Street traffic
H,Ilsmde reS,dents to meet.
by Jim Boyle ating "acceleration zones." end of the development would each end in cul-de-sac form, and
Staff writer Citizens concerned for chil- be required to use 197thAvenue land in between the ends would
A winding residential street in
the middle of the Hillside
Estates housing development in
Elk River, which has become a
through street for residents in
the development and many who
live north of the development,
will be the topic of a special
neighborhood meeting.
Residents who live along
Auburn Street have been before
the planning commission
repeatedly of late to express
their concerns, most of which
center on the speed at which the
traffic moves through the devel-
opment.
The city considered adding
· speed bumps, but residents
voted them down for fear of crc-
dren's safety in the neighbor-
hood have continued to press for
a solution, and the city is ready
to propose one to the residents
who live on Auburn Street and
north of it in Hillside Estates
4th, 5th, 6th and 7th additions.
The neighborhood meeting is
slated for 6 p.m. Thursday,
March 25, at Elk River City
Hall.
City Engineer Terry Maurer
will present a plan to sever
Auburn Street at the point
where NSP power lines cross
over the roadway on the upper
portion of the road. If construct-
ed, the flow of through traffic
would effectively be eliminated.
Current residents of the .north
to get out to Highway 169, as
opposed to 193rd Avenue. So
would residents who live north
of Hillside Estates.
As ~development continues,
more connecting streets will be
built. But none of them would
provide such a direct shortcut to
Highway 169, Maurer said.
"By severing the road, you
would cut out the point in the
roadway where people are real-
ly picking up speed and coming
around blind corners," said
Doran Cote, a resident along
Auburn Street who also serves
as the chair of the planning
commission.
Under the proposal Auburn
Street would be split,' capped on
be landscaped. A path for bicy-
clists and walkers could also be
built.
"If there's overwhelming sup-
port at the meeting, weq] report
that to the council and see what
they want to do," said Maurer,
who will relay the results of the
meeting to the council.
'Tm hoping the residents to
the northeast see a benefit to
this," said Dave Crocker, who
livea'along Auburn.
If support exists and/or the
council desires to proceed, the
question of who will pay for the
project would have to be
resolved.
Auburn cont'd to page 5
The lar" ~ll is held to state [ The Elk River ~,y Council has cancelled its March Z2
standar, set out by the special meeting Mth the Housing and Redevelopment
Minnesota Pollution Control Authority and rescheduled it for 5 p.m. on April I2 at Elk
Agency. Elk River and River City Hall. The topic of discussion will be the down-
Sherburne County issue per- town focus study and action plan' being led by 'Theresa
mits for the landfill. Washburn.
Deb Deb_n, Elk River Land-' ' --
fill's assistant manager, said
g Prevle
S pm
ive homes --.
ealthier
Medal'ist Homes. Inc. #217
Shadowbrook 2nd Addition
23'/ 139th Lane NW
Andover
AJ Parent Construction. Inc. #223
karson Heritage Oaks Adder,on
14432 Isanti Street N.E.
Ham Lake
Asloclatlen Modols
~un neom.6 pm
Woodlands o[ Livonia*
Woodlands of hrv~ma Addition
26120 Woodiands Pa[kway
Zimmerman
Holter Construction
Sunny Meadows Addition
18938 Vikers St. NE
East Bethel
Northfork, Inc.
No~thfolk Unks Addition
15680 Andde St. NW
Ramsay
· New Models may bo "
added call 812.323.2650
XUS 'ENERGY
P.O. BOX 279 * Ramsay. MN 55303
I
her' parent company;, Waste
Management,. considered ~ a
Cor~tractual 'change" With the
city and the county to make
them consistent with other
landfills they operate around
the state.
That proposed change would
not have changed what is
being accepted by the landfill,
Dehn said. It would have
amounted to a procedural
change in the review process
used by the city and the coun-
ty.
Waste Management has
deCided not to pursue the
change. "We need the commu-
nity to know that we are envi-
ronmentally safe, and to be
comfortable with us." Dehn
said.
Auburn
Continued from page 3
Some residents along Auburn
trace the issue back to the
planning of Hillside Estates,
and are looking to the city and
the developer to take responsi-
bility.
. Last year's council and the
de?loPer, Ph})enix-Enter-
prises, were agreeable to
adding speed bumps to address
citizen concerns, but neither
were interested in paying for
them.
Maurer maintains that the
road can handle the volume of
traffic it's witnessing and that
the roadway was properly
designed.
"My perception of the prob-
lem is one of speed," he said
"Short of putting a cop ou:
there ~ight, 10 hours a day, ]
don't know what else you coulc
do."
Maurer said all large devel.
opments like Hillside and Trott
Brook will end up with resi.
dential roads more heavil>
traveled than others.
The developer, Rick Foster ot
Phoenix Enterprises, is seek-
ing approval from the Elk
River Planning Commission
for Hillside 9th Addition. He
says he is neither in favor ot
the project nor against it. He
is, however, .opposed to paying
for any of it.
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WED 15:10 FAX 612 441 4338
Dan Verdick
19663 Zane CT NW
Elk River, MN 55330
March 24, 1999
Terry J. Mauer, P.E.
City Engineer
City of Elk River
13065 Orono Parkway
Elk River, MN 55330
Dear Terry:
i am contacting you in regards to the potential cul-de-sadng of Auburn St. I live on
the corner of Zane CT and 196th LN. I feel that cul-de-sadng Auburn St. will put all
potential traffic on 196th LN when it is finished. I believe that altemative solutions
would be to add additional stop signs along Auburn. It appears that there are plans to
put additional roads off Auburn and stop signs can be placed at these locations at the
blind points of Auburn. Reduce the speed limit on the area streets and enforce these
laws.
Also, when 196th LN is completed this cedainly will lighten the traffic on Auburn. The
problem is from people cutting through to 197t~ not by the people who live here.
Putting additional stop signs, patrolling the area with radar, and issuing dtations will
certainly deter the people from the area. Cul-de-sadng will only be an advantage to
the people on Auburn and hurt the rest of the community. When we purchase the
house it was evident that 196t~ LN would be used as an inlet to the subdivision but
certainly should not be the only one. I hope that the plans for cul-de-sadng will be
eliminated.
Other issues other than road traffic is emergency vehicle time to get to the area will
increase if they have to start going around MenardS area or 197th. i do sympathize
with the people on Auburn but feel that other alternatives can be done before drastic
measures of cul-de-sacing are even realistically considered.
Sincerely,
Dan Verdick
/?99 THU 13:04 FAX
April 1, 1999
Dan Verdick
19663 Zane CT NW
Elk River, MN 55330
Terry J. Mauer, P.E.
City Engineer
City of Elk River
13065 Orono Parkway
Elk River, MN 55330
Dear Terry: :
I am writing to you again for our concerns of the cul-de-sacing of Auburn St. if a cul-
de-sac does happen under the power lines. I would suggest that 196~ LN is cul-de-
saced at the point where it is now. This would eliminate any potential problems of
196~ LN becoming a throu,~h street also. Now, we have one entrance into this part
on the sub-division at 197 Ave. All three cul-de-sacs would eliminate the traffic.
through the area.
196~ LN has not been developed so the cost could be given to the developers or at
least divided evenly. I also was accessed on my 1998 taxes for improvements to
193rd Ave that I do not feel that I should have to pay if I am not going to have access
to use it into my sub-division.
Sincerely,
Dan Verdick
Howard R,.Green Company
CONSULTING ENGINEERS
MEMORANDUM
FROM:
DATE:
RE:
PROJECT:
Terry J. Maurer
March 25, 1999
AUBURN STREET INFORMATION MEETING MINUTES
806610J-0325
Notices were sent to all residents of Hillside Estates 3rd, 4th, 5th, 6th, and 7t~ Addition
regarding the informational meeting held at City Hall, Thursday, March 25, 1999, at 6:00
p.m. The sign-up sheet is attached and contains approximately 46 names. There may
have been others in attendance that did not put their name on the sign-up sheet. Also in
attendance were Council Member Daryl Thompson and City Engineer Terry Maurer.
City Engineer Terry Maurer presented a brief history of the Hillside Estates
Development. An exhibit was presented showing the concept of the whole development
approved in early 1992. Highlighted on the exhibit were the seven additions currently
developed. It was indicated that the first seven additions of Hillside Estates have
followed reasonably close to the approved concept plan from 1992. The preliminary plat
of Hillside Estates 9th Addition which was recently approved by the Planning
Commission, was also discussed showing that it is the future development of the
southeast corner of the Hillside Estates area.
Terry Maurer went on to discuss the history of concerns and comments relevant to traffic
on Auburn Street. Terry indicated that last year the City Council, based on a
recommendation from the Police Department, approved installing speed bumps along
Auburn Street. Due to neighborhood objection, the speed bumps were never installed.
A group of Auburn Street residents continue to meet with Terry to discuss other options
and hit upon the concept of potentially cul-de-sacing Auburn Street from both the north
and south in the power line easement. In 1998, the City Council directed staff to hold
this informational hearing as the next Hillside Estates addition moved forward. It was
clearly stated at the informational hearing that the developer was not opposed to this but
was unwilling to pay for it and that the City Council last year had also shown the
willingness to help the neighborhood but stopped short of agreeing to pay for any
improvements. Therefore, it was indicated at the hearing that the purpose was to
discuss the concept and if there was a desire to move forward by both the residents and
the City Council, the next step would be to discuss options for funding and implementing
the proposed improvements.
o./proj./806610J/0325/610-0401Apri199 !
1326 Energy Park Ddve · St. Paul, MN 55108 · 651/644-4389 fax 651/644-9446 toll free 888/368-4389
The proposed improvements were discussed in general detail. It was indicated that two
back-to-back cul-de-sacs could be constructed in the power line easement. That some
type minor berming and landscaping would be provided between them to discourage any
kind of vehicle traffic between the two cul-de-sacs. It was also indicated that a
pedestrian trail would be constructed between the two cul-de-sacs. The pedestrian trail
could be designed to allow emergency vehicles to pass between the cul-de-sacs.
At this point, the informational hearing was opened up to comments and questions from
the audience. The following is a summary of the general comments and questions
received in no specific order.
· Speed limit signs should be placed on Auburn Street. There are no speed limit signs
within the Hillside Estates plat. (This has been passed on to the Street Department
and will be done this spring).
· If the cul-de-sacs are placed on Auburn Street, more traffic will be using 197th
Avenue. Several residents from 197th Avenue indicated a desire to have no more
traffic on that roadway.
· 197th Avenue should have a centerline stripe and edge markings painted on it.
· 197th Avenue is generally in ~ repair and should be upgraded and expanded to
carry the current traffic and certainly should be improved beyond what it is now if
additional traffic is to routed that direction.
· A cul-de-sac should be placed on the north end of Wilson Street at 197th Avenue to
force all of the traffic from Hillside Estates plat to the south and also it would
eliminated the potential for cut-through traffic from 197th Avenue through Hillside
Estates to 193rd Avenue.
· The question was asked how many people from Hillside Estates 5th, 6th, and 7t~
Addition generally exit to the north to 197th Avenue to leave their area. A show of
hands indicated four people normally use this route.
· There was a suggestion that there be a trial period with the Auburn Street blocked
near the power line easement with some type of temporary blockage and also a trial
with the north end of Wilson Street at 197th Avenue blocked to analyze the traffic
patterns with these two scenarios.
· There was a comment made that the power line easement near Auburn Street was
the potential future home of a park area for the Hillside Estates Development. It was
further questioned whether it would be a good plan to cul-de-sac Auburn Street near
a potential park.
· One resident commented that if Wilson Street were cul-de-saced near 197th Avenue,
that would eliminate the opportunity for the Hillside Estates area to exit onto 197th
Avenue and travel east to Tyler Street, a trip this resident indicated, he took often.
In addition to these comments received at the informational hearing, there were six
telephone calls and one letter received prior to the meeting. A copy of the letter is
attached. A summary of the telephone conversations is as follows:
R. Grgen Company
CONSULTING ENGINEERS
· One telephone call indicated that they lived on a cul-de-sac in Hillside Estates, they
felt they paid a premium for a cul-de-sac lot and did not want to pay for the cul-de-
sacing on Auburn Street.
One resident along 196th Avenue called to voice opposition to the idea of cul-de-
sacing Auburn Street.
· An unnamed person left a voice mail that they were opposed.
· Two different residents from 197th Avenue telephoned to voice their concern
regarding increased traffic on 197th Avenue if Auburn Street were cul-de-saced.
· A resident from Hillside Estates telephoned to suggest that speed limit signs be
placed within Hillside Estates Development specifically along Auburn Street.
R. Green Company
CONSULTING ENGINEERS
SMART SURVEY SUMMAk. 0
<aubUrn and 193 ave>
<cloudy>
POSTED SPEED LIMIT: <30>
SURVEY STARTED: <99/11/01 14:48> FILENAME: 99110114.DAT
iN SPEED ALL()WED <11> MAX SPEED ALLOWED <100>
TIME
VEH.
AVG.
14:45 15:00 15:15 15:30 15:45 16:00 16:15 16:30 16:45 17:00 17:'15 17:30 17
12 17 11 11 16 16 20 12 19 21 19 17
23.0 23 2 24.1 24.8 20.9 24.8 23.5 21.6 18.2 23.2 23.2 24.4 2
TIME
VEH.
AVG.
20:00 20:15 20:30 20:45 21:00 21:15 21:30 21:45 22:00 22:15 22:30 22:45 23
20 14 11 8 16 10 7 8 4 18 9 6
23.2 22 9 23.0 24.4 22.2 24.0 26.3 22.9 26.0 23.8 25 2 26.2 2
TIME
VEH.
AVG.
01:15 01:30 01:45 02:00 02:15 02:30 02:45 03:00 03:15 03:30 03:45 04:00 04
0 0 1 0 1 2 0 0 1 0 0 0
0.0 0 0 25.0 0 0 16.0 37.0 0.0 0.0 23.0 0.0 0 0 0.0
TIME
VEH.
AVG.
06:30 06:45 07:00 07:15 07:30 07:45 08:00 08:15 08:30 08:45 09:00 09:15 09
4 10 9 9 11 R 27 15 23 24 12 5
27.2 ~± i 22.8 22 1 22.7 24.9 23.1 23.2 24.3 24.1 26 2 22.8 2
TIME
VEH.
AVG.
11:45 12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14
15 14 13 4 12 5 7 11 5 12 9 6
22 5 21 1 21.9 21 5 24.6 21 2 23.0 21.7 21.4 24.5 23 0 24.8 2
TIME
VEH.
AVG.
17:00 17:15 17:30 17:45 18:00 18:15 18:30 18:45 19:00 19:15 19:30 19:45 20
18 34 15 26 27 23 19 28 26 34 18 17
23 6 23 4 24.2 22 6 22.9 24 3 25.2 23.2 23 4 22.1 24 1 24.6 2
TI.
VEH.
AVG.
22:15 22:30 22:45 23:00 23:15 23:30 23:45 00:00 00:15 00:30 00:45 01:00 01
16 5 6 4 1 3 3 3 1 2 0 0
25 1 26.4 24.7 34 5 28.0 31 0 22.7 28.3 26 0 26 0 0 0 0.0
TIME
VEH.
AVG.
03:30 03:45 04:00 04:15 04:30 04:45 05:00 05:15 05:30 05:45 06:00 06:15 06
2 0 1 0 0 2 1 1 0 1 11 9
24 5 0.0 28.0 0 0 0.0 20 0 23.0 21.0 0 0 20 0 23 5 23.3 2
TIME
VEH.
AVG.
08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11
27 17 8 12 9 9 8 5 5 6 14 11
25 1 24.4 24.0 26.2 20.6 26 1 22.4 19.6 22 4 26 5 26 5 22.5 2
TIME
VEH.
AVG.
14:00 14:15 14:30 14:45 15:00 15:15 15:30 15:45 16:00 16:15 16:30 16:45 17
9 14 5 14 13 19 19 24 29 21 23 22
26 6 23.6 26.4 26.5 25.5 25 1 25.3 22.8 22 9 23 4 24.4 24.2 2
TIME
VEH.
AVG.
19:15 19:30 19:45 20:00 20:15 20:30 20:45 21:00 21:15 21:30 21:45 22:00 22
19 21 15 12 14 21 11 20 26 9 6 12
21 3 24.6 23.1 22.5 25.1 21 3 26.6 22.3 22 9 25 4 24.3 25.4 2
TIME
VEH.
AVG.
00:30 00:45 01:00 01:15 01:30 01:45 02:00 02:15 02:30 02:45 03:00 03:15 03
0 2 0 0 0 1 1 1 0 2 0 1
0 0 26.0 0.0 0.0 0.0 27 0 16.0 26.0 0 0 25 5 0.0 25.0 2
AVG.
05:45 06:00 06:15 06:30 06:45 07:00 07:15 07:30 07:45 08:00 08:15 08:30 08
5 4 5 7 11 8 11 10 20 17 15 19
25 6 24.2 19.6 25.4 25.5 25.2 23.5 23.2 24 7 23 1 21.8 25.0 2
?IME ,11:00 11:15 51:30 11:45 12:00 12:15 1.2:30 12:45 13:00 13:15 13:30 13:45 14
~ ~EH. 7 4 5
A,VG. 22.4 25.8 20.4
T~ ~L VEHICLES = 2982
AVERAGE SPEED = 23.61
TEN MILE PACE = 20 to 29
~ 15 12 6 5
22.6 20.2 21.3 22.5 22.0
MINIMUM SPEED = 11
50th PERCENTILE = 24
1END OF REPORT0
18 11 11 11
22.9 23,5 23.0 22.0
MAXIMUM SPEED = 48
85th PERCENTILE = 28
2
Howard R, Green Qompany
QQNSULTING ENGINEERS
February 1.6, 2.000
File: 806610J-0325
-Honorable-Mayor-and City .Council
City of Elk River
13065 Orono Parkway
P.O. Box 490
Elk-R~ver, MN .55330-1900
RE: AUBURN STREET CUL-DE-SACISSUE
Dear Council Member:
As requested, we have reviewed all of the available information regarding the Auburn Street cul-
de-sac issue. This included information from the Police Department regarding the speed study
performed. The City Council asked us at a previous meeting to review all the available
information and make a recommendation.
By way of history, the Cit~ Council directed staff to hold an informational meeting with residents
of Hillside Estates 3rd, 4 , 5th, 6th, and 7th Additions regarding the issue of potentially cul-de-
sacing Auburn Street near the power line easement. This would essentially segregate Hillside
Estates 3r~, 4th, and 5th from the 6th, 7t~, and future 8th Additions. That meeting was held at City
Hall on March 25t~, 1999. A copy of the minutes from that meeting is attached.
Even before the Council directed that the informational meeting be held, several residents from
Auburn Street had contacted the Police Department numerous times regarding the speed of
traffic on the street. The Police Department investigated the issue and ultimately made the
recommendation to the City Council for the installation of speed bumps along Auburn Street.
These speed bumps were approved by the City Council but were never installed due to
neighborhood objection. This led to the informational meeting and a discussion of whether or
not Aubum Street should be cul-de-saced, eliminating its through nature from 193n~ Avenue to
197th Avenue.
As you can see from the attached minutes, there were approximately 46 people who attended
the informational meeting. Comments ranged from not in favor of cul-de-sacing Auburn Street
because more traffic would be driven to 197th Avenue, to cul-de-sacing the area at the north end
of Wilson Street to force all of Hillside Estates Additions to exit to the south on 193r~ Avenue, to
those in favor of cul-de-sacing Auburn Street at the power lines. There was no clear-cut
consensus. These minutes were provided to the City Council at a meeting in the spring of 1999.
The Council considered the minutes and took no action.
O:\PROJ\806610J\0325\ltr 2-15-00 Council.doc
1326 Energy Park Drive · St. Paul, MN 55108 · 651/644-4389 fax 651/644-9446 toll free 888/368-43E,9
Honorable Mayor and City Council
February 16, 2000
Page Two
As a follow up to the speed complains on Auburn Street, the police department did a speed
study in the fall of 1999. Over the course of a couple of days, the radar unit recorded 2,982
vehicles. The average speed of all vehicles recorded was under 24.mph. The maximum speed
recorded over that period of time was 48 mph.
Based on all of the information available, it would be my recommendation that there be no
change in Auburn Street. I believe that the speed study conducted by the Police Department
cleady shows that the average speed of the traffic is well within the acceptable levels of the
design of Auburn Street. I believe that it also shows that excessive speed on Auburn Street
may be isolated instances. The minutes from the informational meeting shows no neighborhood
consensus on a method to rectify the speed problem, whether real or perceived. Another
concerned that I share with other staff members is that by cul-de-sacing Auburn Street the City
may be setting the precedent that any neighborhood can have this type of action taken if there
are a sufficient number of complaints relative to speed and/or volume of traffic.
If you have any questions regarding this issue, I will be in attendance at your February 22, 2000,
City Council meeting.
Sincerely,
Howard R. Green Company
Terry J. fvlaurer, P.E.
TJM:mw
Attachments
cc: Tom Zerwas, Police Chief, City of Elk River
O:\PROJ\806610J~0325\tb- 2-15-00 Council.doc
Howard R, Green Company
CONSULTING ENGINEER8
:;':- .- Street- ;where:it :: connects
~'* with).197th AvenUe;'!:: .:':.'. ': "'
ngmeer '..:~:~ Thi~ :' wOUld :force .:Hillside ....
~n~s!~ f6:i:eXit: on:..,:
it' ~:.would? elimi-
traffic
frOm'::' nortk of
~.!. Basei ~s ~:
· :-: ~ neighborhood consensus; '
· c6nSider~d to-addres's Safety ' the 'results of a speed study ....... ~.~re ~ ~.~. ~, ..... :
concern~ raised by'residents ':~ done by the Elk'River Police · destroYS
UnhappY:i.Withi:theiilspeed;of~..Department..that' showed.:, ~, __' ~ '.' ~ ' '~ ..... ~ I ~ :
.the~:::tr~6-~ing.~:through ' average :'Speeds,:.well ;Within:' ': A car Was:destrOyed bY tire Friday in the and
.t~et.nefgR~orho&d;~?.?L: ~ ~:,: ~: :~:' aCcePtable :. levels; ~ and : that' southbound :lane of.'HighWay 169,
'- ~he.~Cul~'d~:S~C;~Uld Semi': ::" the :decisiOn.t° install a cul-" no~h of.193rd Avenue in' Elk River.. Jaro~
:'r~g~t6;p0~i0n~'.bf:the deve?: de;s~c:would set'~ precedent .Fire Chief B.ruc~ West ~aid the car stalled (Pho~
: opment'to limit' traffiC;alOng ':;:that''~ other::: neighborhoods ".
Auburn,'w~h has bee~' a :"Would' w~nt:to replicate,
's~urce:'. ~ of :~ consterh~tion'':. Maure~ made his iiIdonates.:to. .Bol
~{n~-'t 'd ' o ~hwes~era eot -~- dafion no~ ~o install a- cul- ~
_ :_h_n_r ~-,:. . . ...... , .. .
~;':(:~'.~th~':'ae~e]6pment' ~o~: :';" ae:s'ac;' ';". ': :'. :'.': ' :: ' "'
_~:i'_~.~ ~' :,~:,~,,~ .,~ :,.,:r:.:~ ~.~ ~a1 deCiSi6~ Will' ": Car~]l .has contributea $6,000 to the Boys
. ~E~~;'zv~.~ ~v~u~t;.:;.:. ~.,::,,: , .. .' ". . . , · . . · . . :..
,~a: a~tea ~]na~ '~::wi~h ?~O~'~.']~ter'%en the ~tX ~ ,' ~n~.a'r!~ Ciu~ 0tE~k~*rertt0r~'~
'hbmeS;];The::.16cation,"o.f.'the;:t~Sked"to;.consider the plat" P~. , ;...~:..... '.. :':~ "'"':":;'"""hat:
.~. ~ ..... ~ .~ ~ z_:~ ~ '~;-nix ~n~er~rises ~he aaaress character anQleaaers p . p ~.~
.....~ .p]a~-:::t0:"'inst~ll 'speed.,'-plat:apProval'ofHillside 9th .~s, spots and.recreation. ' . _. . :. ....
bhmps','~as:'~pproved earlier:,, at a Feb: 2~ Elk River:City "We are pleased to supPo~ such a'~eat'::'.'
, ~y tSe;,,. E]~ ;.RiVer""City '~t:c~unei];: ~e'etin~.::? ~itteeE resource tor X0uth: in,t °ur~ commuhitx," saia'"
qounCil;:.but(that Was reject:~:..' homes Will be ~Constructed .Chuck Jensen,'°peratio~s managei of Caf~lI's:
e8 bY'residents. :' ~. '.' .... off a.X°ad that'will be built
Animal Nutrition Center in Elk River. "The
'.. 14~fterward,":a neighborhood .;to '.connect ~,,xvith~, Auburn Boys and Girls Club provides a safe,place for.i.
· , youth to spend time and gain' 'irhport~n~"lif~':
.. nieetfng with the city of.Elk: Street· ,' '.. . .
'R'iver2was' held.in-March' An outlot of '.the subdivi- skills."
'1999; :'Close to 50 "people .' Si°n Will. be be combined' 'This Contributi°'n' is' SponSoreal'by, cargill's;
attended,' but[no consensus" with 'Hillside .Estates .5th' 'Animal Nutrition Division and the-Cargill :'
.'-was reached'.o'n ho~v to pro,., Addition: park.' along the Partnership Fund,"a corporate' program that .
matche's contributions made bY local Cargill:.`
%~eed.,.,. .... :~.' '"i '~ '''. ' NSPeasement. .... , ·
~cC~l;t~neSfl~e°irS~~t~.isal i projects a~ ser-
~:,~h,e~';W'iS:~[S0]~:',( s'flPP0rt';: :! ].Ph~oenix: has pr:elimina_ry
~r:!h?:~I:deil~ad'?~ :AUburn,'::. aPProval' of 61 homes on the ': ..:.. .. .... , , Chi
· ~'~.'-' ~ · ,: ' ' ';' ' ' ~ ~' .... "---: ':'. 'arcel ' ' which ': The Animal Nutrition Center develops innov- Rive
iUZ,.also op osl~!o.n.?Decause.~:~o-acre :~t: ~p .. ' . .. ... . .... , '-' .... '- .-. '
~e~i~:traffi~w6~ldlinCreas~:.iincludes.',the 15 .homesites auve proaucrs zor t~argms:~mzma~ ~urrmon from
~f~:~i~.9~th':' Avenii~:':[: some :):'.for Hills.ide 9th.'..The rema!n:·? _D._i~s..i~o~n~: ~a~r~gi~l{~a~,n, jonJ~n~u~umrsa~,k~J:~, '~o2
avored ....the,.~, option, of,~ ~der of-the preliminary,, p!a~ ........ · ..... ,, , ~ . .
~'(~ ~~ ~!..~..~,~)~ '~~" ~" ..... : .... '"' ' ' ~ .... ~" 'th financial and industrial produ~t,~' .w,,xth some 0in
........... ~' .... ,' -'~, . tlz nal':;~ la~te ~,~ ; , .... ~ .... " , ~c(,' ~wccv, :~nJ
?..f.! ...... ':'."! .?.. ...' ::.' t(.,' .... '.. .. . ,. ,., :. , '" ,. ..;
PETITION FOR HEARING h~~.,&lP-'z
We the undersigned residents of ELK RIVER,
MINNESOTA, do hereby petition the CITY COUNCIL---
OF ELK RIVER, to schedule and hold a hearing
forthwith to address the council's previous proposal for
the construction of a cul de sac at or about the power
lines on Auburn Street in ELK RIVER, MN:
( NAlvW. ) (ADDRESS) (DATE)
7
> f &'vi .¥,.~,%_ . .
PETITION FOR HEARING
We the undersigned residents of ELK RIVER,
MINNESOTA, do hereby petition the CITY COUNCIL
OF ELK RIVER, to schedule and hold a hearing
forthwith to address the council's previous proposal for
the construction of a cul de sac at or about the power
'lines on Auburn Street in ELK RIVER, MN:
(NAME)
(ADDRESS)
(DATE)
PETITION FOR HEARING
We the undersigned residents of ELK RIVER,
MINNESOTA, do hereby petition the CITY COUNCIL
OF ELK RIVER, to schedule and hold a hearing
forthwith to address the counCil's previous proposal for
the construction of a cul de sac at or about the power
lines on Auburn Street in ELK RIVER, MN:
(NAME)
(ADDRESS)
(DATE)
PETITION FOR HEARING
We the undersigned residents of ELK RIVER,
MINNESOTA, do hereby petition the CITY COUNCIL
OF ELK RIVER, to schedule and hold a hearing
forthwith to address the council's previous proposal for
the construction of a cul de sac at or about the power
lines on Auburn Street in ELK RIVER, MN:
( NAI~. )
(ADDRESS)
(DATE)
9
10
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5C. tH::h ?ERCE:NT''~ :
1 F'_::ND DF:'
Site Name
Jurisdiction
Study Type
Location Code
Direction
Date
Real Time
Start Date
Start Time
Sample Time
Operator Number
Machine Number
Wilson Street {~ ,,,rthbound) - south of 197th Ave.
Elk River, Minnesota
Volume (ch1)
100
North
6/19/00
16:15
6/19/00
17:00
00:15
7172
3
Monday, June 19, 2000
HR
Begin
00
01
O2
O3
O4
05
O6
O7
08
O9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Channel1
HR
Total 00-15 15-30 30-45 45-00
254 Total
Channel2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel1 + Channel2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel 1
AM Peak Hour Start
AM Peak Hour Total
AM Peak Hour Factor
PM Peak Hour Start
PM Peak Hour Total
PM Peak Hour Factor
19:30
53
82.81%
Site Name
Jurisdiction
Study Type
Location Code
Direction
Date
Real Time
Start Date
Start Time
Sample Time
Operator Number
Machine Number
Wilson Street t,.,orthbound) - south of 197th Ave.
Elk River, Minnesota
Volume (ch1)
100
North
6/19/00
16:15
6/19/00
17:00
00:15
7172
3
Tuesday, June 20,2000
HR
Begin
00
01
O2
O3
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Channel1
HR
Total 00-15 15-30 30-45 45-00
10 I 4 3! 2
120 2 2 4; 4
0 0 0 0
4 0 1 0
4 0 0 4 0
12 0 2 8 2
7 1 1 4
10 2 3 2 3
16 1 4 5 6
14 2 6 4 2
14 2 5 4 3
538 Total
Channel2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel1 + Channel2
HR
Total 00-15 15-30 30-45
Total
45-00
Channel 1
AM Peak Hour Start 7:00
AM Peak Hour Total 31
AM Peak Hour Factor 86.11%
PM Peak Hour Start 18:00
PM Peak Hour Total 56
PM Peak Hour Factor 73.68 %
Site Name
J u risdiction
Study Type
Location Code
Direction
Date
Real Time
Start Date
Start Time
Sample Time
Operator Number
Machine Number
Wilson Street t, ,,~rthbound) - south of 197th Ave.
Elk River, Minnesota
Volume (ch1)
100
North
6/19/00
16:15
6/19/00
17:00
00:15
7172
3
Wednesday, June 21, 2000
HR
Begin
00
01
O2
03
O4
05
O6
07
08
09
10
11
12
13
14
15
16
17
18
19
2O
21
22
23
Channel1
HR
Total 00-15 15-30 30-45 45-00
41 2 01 2 0
2~ 0 0 0 2
1 0 0 0 1
3 2 0 1 0
1 0 1 0 0
7 3 0 I 3
9 2 3 1 3
21 3 5 6 7
15 4 4 6 1
13 3 5 4 1
17
473 Total
Channel 2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel1 + Channel2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel 1
AM Peak Hour Start 10:15
AM Peak Hour Total 44
AM Peak Hour Factor 44.00 %
PM Peak Hour Start 15:00
PM Peak Hour Total 51
PM Peak Hour Factor 85.00 %
Site Name
Jurisdiction
Study Type
Location Code
Direction
Date
Real Time
Start Date
Start Time
Sample Time
Operator Number
Machine Number
Wilson Street t, ,,.,rthbound) - south of 197th Ave.
Elk River, Minnesota
Volume (ch1)
100
North
6/19/00
16:15
6/19/00
17:00
00:15
7172
3
Thursday, June 22, 2000
HR
Begin
00
01
O2
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Channel1
HR
Total 00-15 15-30 30-45 45-00
4 0 3 1 0
0 0 0 0 0
5 0 2 3 0
0 0 0 0 0
5 1 0 4 0
10 1 4 3 2
8 2 1 4 1
22' 2 6 8 6
19
1 1 14 3
12' 3 2 0 7
17 2 4 5 6
532 Total
Channel 2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel1 + Channel2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel 1
AM Peak Hour Start 11:00
AM Peak Hour Total 25
AM Peak Hour Factor 78.13 %
PM Peak Hour Start 14:30
PM Peak Hour Total 51
PM Peak Hour Factor 67.11%
Site Name
Jurisdiction
Study Type
Location Code
Direction
Date
Real Time
Start Date
Start Time
Sample Time
Operator Number
Machine Number
Wilson Street (,..,¢thbound) - south of 197th Ave.
Elk River, Minnesota
Volume (ch1)
100
North
6/19/00
16:15
6/19/00
17:00
00:15
7172
3
Friday, June 23, 2000
HR
Begin
00
01
02
03
04
05
O6
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Channel1 Channel2
HR HR
Total 00-15 15-30 30-45 45-00 Total 00-15 15-30 30-45 45-00
8 4 1 3 0
7 0 5 2 0
1 0 1 0 0
3 2 0 I 0
5 0 0 2 3
5 0 0 1 4
13 7 2 3 1
16 4 7 3 2
5 1 3 1 0
12 2 3 4 3
542 Total
Total
Channel1 + Channel2
HR
Total 00-15 15-30 30-45 45-00
Total
.Channel 1
AM Peak Hour Start 10:30
AM Peak Hour Total 26
AM Peak Hour Factor 59.09 %
PM Peak Hour Start 18:45
PM Peak Hour Total 53
PM Peak Hour Factor 82.81%
Site Name
Jurisdiction
Study Type
Location Code
Direction
Date
Real Time
Start Date
Start Time
Sample Time
Operator Number
Machine Number
Wilson Street 0,,~rthbound) - south of 197th Ave.
Elk River, Minnesota
Volume (ch1)
100
North
6/19/00
16:15
6/19/00
17:00
00:15
7172
3
Saturday, June 24, 2000
HR
Begin
00
01
02
03
04
05
06
O7
O8
O9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Channel 1
HR
Total 00-15 15-30 30-45 45-00
-- 6 31 o 2 11
-- 5 3 0 2 0
5 0 1 1
3
0 0 0 0 0
4 0 2 2 0
5 I 0 0 4
7 2 2 1 2
8 1 1 4 2
8 0 0 2 6
11 1 4 4 2
14 6 1 4 3
33
452 Total
Channel2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel1 + Channel2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel 1
AM Peak Hour Start 11:00
AM Peak Hour Total 33
AM Peak Hour Factor 68.75 %
PM Peak Hour Start 14:30
PM Peak Hour Total 44
PM Peak Hour Factor 73,33 %
Site Name
J udsdiction
Study Type
Location Code
Direction
Date
Real Time
Start Date
Start Time
Sample Time
Operator Number
Machine Number
Wilson Street b,,~rthbound) -south of 197th Ave.
Elk River, Minnesota
Volume (ch1)
100
North
6/19/00
16:15
6/19/00
17:00
00:15
7172
3
Sunday, June 25,2000
HR
Begin
O0
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Channel1 Channel2
HR
Total 00-15 15.30 30-45 45-00
4 2 1 1 0
1 0 0 0 1
2 2 0 0 0
8 I 4 2 1
2 0 0 0 2
0 0 0 0 0
4 2 0 0 2
5 1 0 2 2
10 0 1 6 3
16 2 3 2
9
20 3 5 2 10
374 Total
HR
Total 00-15 15-30 30-45 45-00
Total
Channel1 + Channel2
HR
Total 00-15 15-30 30-45 45-00
Total --
Channel 1
AM Peak Hour Start 9:45
AM Peak Hour Total 29
AM Peak Hour Factor 72.50 %
PM Peak Hour Start 12:00
PM Peak Hour Total 37
PM Peak Hour Factor 71.15 %
Site Name
Jurisdiction
Study Type
Location Code
Direction
Date
Real Time
Start Date
Start Time
Sample Time
Operator Number
Machine Number
Wilson Street (l',,,,[hbound) - south of 197th Ave.
Elk River. Minnesota
Volume (ch1)
100
North
6/19/00
16:15
6/19/00
17:00
00:15
7172
3
Monday, June 26,2000
HR
Begin
00
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Channel1
HR
Total 00-15 15-30 30-45 45-00
3 2 0 0 1
4 2 2 0 0
3 0 0 3 ' 0
0 0 0 0 0
51 o 5 o o
11 1 3 3 4
21 5! ' 2 5 9
19 2 5 10 2
23 1 8 7 7
9 4 1 1 3
31 ':,~ !i~ -,~
31 ':;" :~;;,i~; i~0:
308 Total
Channel2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel1 + Channel2
HR
Total 00-15 15-30 30-45 45-00
Total
Channel 1
AM Peak Hour Start 10:45
AM Peak Hour Total 31
AM Peak Hour Factor 55.36 %
PM Peak Hour Start 16:00
PM Peak Hour Total 51
PM Peak Hour Factor 75.00 %
Memorandum
E1 'k River
Police Department
TO: Pat Klaers
FROM: Assistant Chief Beahen
DATE: 07-18-00
RE: Auburn Speed Issues
I have reviewed the speed summaries and surveys done by our department during the previous twenty
months on Auburn north of 193rd.
The average speed of all the combined speed trailer projects has been 23.53 mph. This is the second to
the lowest speed recorded on any of our projects. The lowest has been on Wand Avenue which had a
recorded speed of less than 20 mph.
In comparison the average speed on other streets in the community has been much higher. Highland
Avenue for example has a much higher average speed with that number being 29.8 mph. Taking into
account that our goal is to reach 85% compliance, the vehicles on average, are traveling at a much
higher rate of speed on other streets.
We have assigned officers to work laser radar on Auburn using a combination of marked and
unmarked vehicles. None of these projects have resulted in any substantiation to any claim of
speeding vehicles. In fact, none of these projects has resulted in any vehicle being clocked at a speed
that we would issue a citation for.
All of the officers agreed that the combination of the curve in the road as well as the incline give you
the impression that the car is speeding even though the actual speed is below the posted limit. This
optical impression is a basic principle taught to all officers in their basic radar and speed enforcement
classes.
The major indicator of speed violations is automobile crashes. We have not had any crashes per se on
Auburn. We have had vehicles that have driven offthe roadway and yards damaged, but no reportable
crashes have taken place in the neighborhood.
I have several suggestions. We would like to extend an invitation to any person from the
neighborhood to ride with an officer for an assigned enforcement project on Auburn. I think this may
help enlighten the populace to the actual speeds of the vehicles as they pass down the street.
Second, I have attached two articles from two sources, which are specifically about calming traffic
patterns in neighborhoods.
The first is from the Tumer-Fairbank group and obtained through the National Highway Safety
Council. The second is a study done by a group similar to our concerned citizens, who experienced
problems in Idaho and California. This is an excellent summary of engineering issues and solutions
13065 Orono Parkway · P.O. Box 723 · Elk River, MN 55330 · (612) 441-2324 · Fax (612) 441-8937
based on statistical information and solutions which were beneficial to the concerned group as well as
t~e city, One of those solutions is a "choker" or narrowing of the street. This alternative does not
impede the flow of emergency vehicles, does not inhibit snow removal, and has demonstrated a
reduction in average vehicle speed without impacting or affecting adjacent lot size while requiring no
extra maintenance.
Cul-de-sac design is discussed in some of these materials. We have looked at designs which have
fire/police knockdowns on them, but would not support these as they can't be kept snow free in the
winter where they would still remain useable.
I would hope that they attached material offers some sort of solution or problem solving idea that
would benefit the city and citizens of Auburn Street both.
In conclusion, I can not support any theory that speed is the primary issue in this particular
neighborhood. We have no data or statistics to support that theory. I would offer these alternative-
calming devices as a method of slowing the speed of the current traffic flow if the city wishes to do
SO.
Submitted by:
Jeffrey Beahen
Assistant Chief of Police
13065 Orono Parkway · P.O. Box 723 · Elk River, MN 55330 · (612) 441-2324 · Fax (612) 441-8937
Synthesis of Safety Research Related to Speed and Speed Management - Turner-Fairbank.. Page 1 of- 25
INTRODUCTION
This document provides a review of safety research related to speed and speed management.
This review builds upon a similar synthesis prepared in 1982. This synthesis highlights the
relationships among vehicle speed and safety; factors influencing speeds; and the effects on
speed and crashes of speed limits, speed enforcement, traffic calming and other engineering
measures intended to manage speed.
Despite the substantial social and technological changes that have occurred since the original
speed synthesis was published, vehicle speed remains an important public policy, engineering,
and traffic safety issue. Speed is cited as a related factor in 30 percent of fatal crashes and 12
percent of all crashes (Bowie and Walz, 1994). Based on on-scene investigations of over 2,000
-crashes in Indiana by teams of trained technicians, excessive speed for conditions was identified
as the second most frequent causal factor out of approximately 50 driver, vehicle, and
environmental factors (Treat et al., 1977).
Excessive vehicle speed reduces a driver's ability to negotiate curves or maneuver around
obstacles in the roadway, extends the distance necessary for a vehicle to stop, and increases the
distance a vehicle travels while the driver reacts to a hazard.
The following pages present the results of a systematic review of the literature concerning safety
research related to speed and speed managemenf. Initial listings of citations were generated
using multiple keyword filters on several bibliographic databases. The most productive databases
were those of the National Technical Information Service (NTIS), the Knight-Ridder
Transportation Resources Index, and the Transportation Research Information Service (TRIS).
The initial inventory of approximately 700 citations was supplemented by searches of the Institute
of Transportation Engineers (ITE) index and more than 100 items that either predated the on-line
data bases or otherwise were known to be pertinent.
SPEED-SAFETY RELATIONSHIPS
Speed is the quintessential traffic safety issue, probably due to the clearly perceived relationship
between vehicle velocity and human capabilities and limitations. Even inexperienced drivers
usually recognize the merit of reducing their speed in uncertain or hazardous conditions to
provide additional time for decision-making and action; driving experience affirms this natural
tendency for self-preservation. Good judgment, however, is not uniformly applied by the
operators of motor vehicles, nor are skills and abilities possessed in equal measure by all drivers.
For these reasons, vehicle speed could be related to traffic safety in two ways: (1) the greater a
vehicle's velocity the less time available for the operator to react to a hazard or for other
motorists, bicyclists, or pedestrians to react to the vehicle; and (2) the physical relationship of
mass and speed to energy. If the first relationship exists, it would be expressed in the relative
incidence of crashes at different speeds. If the second relationship exists, it would be expressed
in the relative severity of crashes at different speeds. Research concerning these relationships is
reviewed in the following paragraphs.
Speed and the Incidence of Crashes
In a landmark study of speed and crashes involving 10,000 drivers on 600 miles (970 kilometers)
of rural highways, Solomon (1964) found a relationship between vehicle speed and crash
incidence that is illustrated by a U-shaped curve. Crash rates were lowest for travel speeds near
the mean speed of traffic, and increased with greater deviations above and below the mean. The
estimated travel speed from the accident records were compared to the speeds measured at
representative sites within each study section. The comparisons showed that crash-involved
drivers were over-represented in both high- and Iow- speed categories of the speed distribution.
Crash-involvement rates decreased with increasing speeds up to 65 mi/h (105 km/h), then
increased at higher speeds. Further, Solomon reported that the results of his study showed that
"low speed drivers are more likely to be involved in accidents than relatively high speed drivers."
Cirilto (1968) in a similar analysis of 2,000 vehicles involved in daytime crashes on interstate
freeways confirmed Solomon's results, extending the U-shaped curve to interstate freeways, as
http://www.ntl.bts.gov/ntl/DOCS/speed/speed.htm 07/19/2000
Synthesis of Safety Research Related to Speed and Speed Management - Turner-Fairbank.. Page 2 of' 25
illustrated in figure 1. The analysis was limited to crashes involving two or more vehicles traveling
in the same direction.
.,.I I I I I I I
._~ . Nighttime (rural)
\1 o Daytime (rural)
I I I I I I I
-40 -30 -20 -10 0 10 20 30 40
Deviation from Average Speed, mi/h
Figure 1. Crash involvement rate by deviation from
average travel speed (from Solomon, 1964, and
,qi,.r. jj.[.q, 1968).
In these studies, the speeds of crashed
vehicles were obtained from police reports,
driver's reports, or third party estimates -
sources that are subject to error and
unknown reliability. Another serious
challenge to the internal validity of results is
that many of the crashes involving slow
speed likely involved vehicles that were
stopping or slowing to turn or just entering
the road. Whereas, the speed data were
collected at locations within the study
sections that were representative of the
average speed for the entire section but
away from intersections, driveways, and
other locations having a major effect on
speed. These problems would tend to
overstate the risk of vehicles traveling at
slower speeds.
'Fo address these concerns, the Research
Triangle Institute (1970) used a combination
of trained on-scene crash investigators and a
system of automated continuous speed
monitoring stations using sensors embedded
in the roadway pavement to obtain the speed
of crash-involved vehicles and accurate measurements of traffic speeds at the time of the crash.
Detailed data were collected on 114 crashes involving 216 vehicles on a state highway in Indiana
with speed limits of 40 to 65 mi/h (65 - 105km/h). In about nine cases, speeds could be linked to
specific vehicles involved in crashes and matched well with the estimates of the professional
investigators. More importantly, the investigators recognized that vehicles slowing to negotiate a
turn should be treated differently in the analysis than vehicles moving slowly in the flow of traffic.
The former involves a required slow speed to safely complete an intended maneuver, while the
later is more likely to reflect driver choice or limited ability.
West and Dunn (1971) reported the results of the Research Triangle Institute studies. Crashes
involving turning vehicles accounted for 44 percent of all crashes observed in the study.
Excluding these crashes from the analysis greatly attenuated the factors that created the U-
shaped curve characteristic of the earlier studies. Without vehicles slowing to turn, or turning
across traffic, the investigators found the risk of traveling much slower than average was much
less pronounced. Crash risk was greatest for vehicles traveling more than two standard deviation
above the mean speed. As illustrated in figure 2, the likelihood of being involved in a crash was
extremely flat, with little difference in crash risk for vehicles traveling within 15 mi/h (25 km/h) of
the mean speed of traffic. Even excluding turning crashes, the crash risk for vehicles traveling
much faster or slower was six times the average rate.
Munden (1967), following a different
approach, reported similar results for drivers
in the United Kingdom who habitually drive
at deviant speeds. The speed of selected
drivers were observed and compared to the
four preceding and four following vehicles.
For drivers observed more than once, those
traveling more than 1.8 standard deviations
above or below the mean traffic speed had
significantly higher crash rates. However,
drivers observed only once did not exhibit a
U-shape relationship.
16
14
~ 10
4
...... A¢ciderf~s ] ......
I
.~ ...... I· Exolu de Tut ning J_ _
http ://www. ntl.bts, gov/ntl/DOC S/speed/speed. htm 07/19/2000
Synthesis of Safety Research Related to Speed and Speed Management - Turner-Fairbank.. Page 3 of' 25
More recently, Australian researchers,
Fildes, Rumbold, and Leening (1991), used
self-reported crash data collected at
roadside from motorists whose driving
speed had been unobtrusively measured.
The researchers found a trend of increasing
crash involvement for speeds above the
mean speed in both rural and urban
conditions - similar to the correlations
reported in the early studies. However, no
relationship between slower speeds and
increased crash involvement was found. In
0
-15.5 -15.5 - 6.5 5.5 >15.5
to to to
5.5 q"5.5 15.5
Deviation from mean speed, milh
Figure 2. Relationship between speed and crash
involvement (from West and P.~[1B, 1971).
fact, Fildes and Lee (1993) report that the researchers, "...failed to observe any vehicles traveling
at the very slow speeds reported by Solomon on rural highways."
Figure 3 illustrates the speed-crash relationships identified by Fildes et al, for the two rural and
two urban sites used in their study. The relationships are presented along with the U-shaped
curves derived from the early research on this topic. Some of the difference between the results
can be attributed to changes in driver behavior (e.g., far less "drinking and driving" now than in
the 1950s and 1960s) and safety improvements in road and vehicle design during the nearly half-
century since the early data were collected.
I I I J I I I
50,000- \t, ............. Solomon Dayt/me (n~)
~ · ..... CLrillo F~eeweys
10,000 -
\\ /
'. ', ///
1,000 .......
100-
I I I I I I I
-40 -30 -20 -10 0 10 20 30 40
Deviation from Average Speed, mph
Fi§ute 3. Crash involvement rate by variation from
average traffic speed (from Solomon, 1964;
,qkJ.[Lq, 1968; and, ~J~e.,s gl al., 1991).
Harkey, Robertson, and Davis (1990)
recent y replicated the U-shape relationship
between speed and crashes on urban roads.
The researcher compared the police-
estimated travel speed of 532 vehicles
involved in crashes over a 3-year period to
24-hr speed data collected on the same
section of non-55-mi/h roads in mostly built-
up areas of Colorado and North Carolina. To
partial address the concerns of earlier
studies and make the crash and speed data
more comparable, their analysis was limited
to non-intersection, non-alcohol, and
weekday crashes. However, the estimated
travel speeds of the vehicles before the crash
are questionable.
In defense of the early studies, it is important
to note that the researchers emphasized
speed variance, rather than absolute speed,
as the primary culprit in the incidence of
crashes; speed variation is defined as a
vehicle's deviation from the mean speed of
free-flowing traffic. Hauer's (1971) theoretical
analysis of overtakings demonstrated that the
number vehicle interactions in terms of
passing or being passed is a U-shaped curve
with a minimum at the median speed. The number of vehicles that a driver catches up with and
overtakes increases with speed and the number of times a driver is passed by others decreases
with speed. Thus, the increased risk of crash involvement is a result of potential conflicts from
faster traffic catching up with and passing slower vehicles. The slower motorists go relative to the
median speed, the more overtakings and potential inter-vehicle conflicts encountered. This is
illustrated in figure 4, which compares the relative overtaking rates for a 100-km/h road with a
standard deviation of 10 percent with the crash risk form various studies. Hauer claimed "the
indiscriminate public crusade against speeding should be replaced by a balanced approach
emphasizing the dangers of both fast and slow driving."
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If conflicts created by large differences in travel speeds were a major factor in the likelihood of
crashes, then one might expect to find a large number of crashes involving two or more vehicles
traveling in the same direction. Cerrilli (1997) found less than one-third of all crashes and 5
percent of all fatal crashes in 1996 involved two or more vehicle traveling in the same direction.
Many of these likely occurred as a consequence of a vehicle slowing or stopping for cause (i.e.,
to make an intended maneuver or avoid striking a stopped vehicle or other hazard) and being
struck from behind by a vehicle following too closely or going too fast for the driver to stop in time
to avoid the collision. By far, the predominant crash type on rural roads is a single vehicle running
off the road.
In a review of the issues associated with speed and traffic safety, Fildes and Lee (1993) reported
that little research was conducted concerning the relationship between speed and crash
involvement during the 1970s and 1980s. Lave (1985) revived the issue of speed variance as a
contributor to crashes, suggesting that raising the speed limit would result in fewer crashes in
situations where variance was reduced by the higher limit. Lave concluded that "speed limits
designed to reduce the fatality rate should concentrate on reducing variance. This means taking
action against slow drivers as well as fast ones." Similarly, Garber and Gadiraju (1988) reported
that crash rates increased with increasing variance on all types of roadways and that speeds
were higher on roads with higher design speeds, irrespective of the posted speed limits. They
reported minimal variance when the posted speed limit was fewer than 16 km/h (10 mi/h) below
the design speed of the road. In the analysis, the researchers combined data from different road
types (e.g., rural two-lane, urban freeway, and rural freeway) which could lead to spurious results.
n Da¥($olormn, 1984)l-brkeyet al. (lggo) L .......
.............. · N0htCSolorron, 19§4) ~ ~standDJnn(1971)/
Ill~ilo (1968) Hauer (1971) ! ·
·
-22.5 -17.5 -12.5 -7.5 -2.5 25 7.5 12.5 17.5 22.5
Deviation from mean speed, mi~h
Figure 4. Crash involvement and over, king rates relative to average rate and speed.
Speed And The Severity Of Crashes
The relationship between vehicle speed and crash severity is unequivocal and based on the laws
of physics. The kinetic energy of a moving vehicle is a function of its mass and velocity squared.
Kinetic energy is dissipated in a collision by friction, heat, and the deformation of mass.
Generally, the more kinetic energy to be dissipated in a collision, the greater the potential for
injury to vehicle occupants. Because kinetic energy is determined by the square of the vehicle's
speed, rather than by speed alone, the probability of injury, and the severity of injuries that occur
in a crash, increase exponentially with vehicle speed. For example, a 30-percent increase in
speed (e.g., from 50 to 65 mi/h [80 to 105 km/h]) results in a 69-percent increase in the kinetic
energy of a vehicle.
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The relationship between travel speed and the severity of injuries sustained in a crash was
examined by Solomon (1964), who reported an increase in crash severity with increasing vehicle
speeds on rural roads. From an analysis of 10,000 crashes, Solomon concluded that crash
severity increased rapidly at speeds in excess of 60 mi/h (96 kin/h), and the probability of fatal
injuries increased sharply above 70 mi/h (112 km/h).
Bowie and Waltz (1994), in an analysis of tow-away crashes reported in the National Accident
Sampling System over a 7-year period, found that the chance of being injured in a crash
depended on the change in speed at impact (DV). As shown in table 1, the risk of a moderate or
more serious injury was less than 5 percent when DV was less than 10 mi/h (16 km/h) and
increased to more than 50 percent when DV exceeds 30 mi/h (48 km/h).
Table 1. Injuries per 100 Occupants by Change in Speed (DV) at Impact
Moderate Injury Serious Injury
deltaV
AlS 2+ AlS 3+
mi/h NCSS NASS NCSS NASS
1-10 2.4 4.5 0.7 1.0
11-20 9.5 10.6 3.5 2.6
21-30 25.3 29.2 13.9 11.1
31-40 51.8 53.4 37.2 27.9
41-50 70.3 67.2 58.3 40.6
50+ 64.7 69.3 56.9 54.3
1 mi/h = 1.61 km/h
Joksch (1993) found that the risk of a car driver being killed in a crash increased with the change
in speed to the fourth power as shown in figure 5. The risk of a fatality begins to rise when the
change in speed at moment of impact exceeds 30 mi/h (48 km/h) and is more than 50 percent
likely to be fatal when DV exceeds 60 mi/h (96 km/h). The probability of death from an impact
speed of 50 mi/h (80 km/h) is 15 times the probability of death from an impact speed of 25 mi/h
(40 kin/h).
The fatality risk curve from an earlier study by O'Day and Flora (1982) is also shown for
comparison. The shift in the curve to the right can be explained in part by improvements in
vehicle crashworthiness, seat-belt use, and emergency medical care over time. (See TRB, 184;
Evans, 1991; Zador and Ciccone,1991; and FORS, 1992).
Probability of Fatality ]'The relationship between impact speed and
crash severity is particularly critical for
,,4 pedestrians, the most vulnerable road users.
y =(x In a recent review of the issues, the European
Transport Safety Council (1995) report that
--- Joksch, 1993 ,only 5 percent of pedestrians died when
~ O'Day and Flora, 1982 jfl struck by a vehicle traveling at 20 mi/h (32
km/h); however, the proportion of fatalities
ncreased to 45 percent at 30 mi/h (48 kin/h)
and to 85 percent at 40 mi/h (64 km/h).
/~ I Kloeden et al. (1997) compared the estimated
speeds of over 150 cars involved in non-
alcohol related injury crashes in 60 km/h
speed zones in Australia with the free speed
of cars measured at the same location at the
same time of day and day of week. The pre-
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°.lt
10 20 30 40 50 G0 70
Change in speed ¢,V), mi/h
Figure 5. Effect of change in speed
~ impact on fatality risk.
'crash traveling speeds were based on
detailed investigations of each crash scene
and computer-aided crash reconstruction. The
average and median speed of traffic was
about 60 km/h ( 37 mi/h). As shown in figure
6, the risk of being involved in an injury crash
was lowest for vehicles traveling near or
below the median speed and increased
exponentially at higher speeds. Vehicles
exceeding the 90th percentile speed or traveling more than 7 km/h faster (4 mi/h) than the speed
limit and median speed had above average injury crash involvement rates. Nearly 25 percent of
the cars involved in injury crashes were traveling faster than 72 km/h (45 mi/h) compared to only
2 percent of free flow traffic.
Clearly, a research or engineering approach to speed management that ignores the injury
consequences of vehicle speed could lead to unintended results.
FACTORS INFLUENCING SPEED
In most of the crashes involving a slow-speed vehicle, the operator of the slow-speed vehicle is
either preparing for or in the process of a maneuver that required a slow speed for safe execution
(e.g., turning, crossing, entering, or exiting). The current discussion focuses on the conditions in
which driving speed is a matter of individual choice.
Many different factors can influence the speed at
which a motorist chooses to drive. Speed choice
can be influenced by driver age, gender, attitude,
and the perceived risks of law enforcement or
crash. Speed choice also is influenced by
situational factors, such as weather, road or
vehicle characteristics, speed zoning, speed
adaptation, impairment, or simply "running late."
These and other factors are addressed in the
following paragraphs.
Driver Attitudes and Behavior
Solomon (1964) identified the driver and vehicle
characteristics associated with speeding on rural
highways during the late 1950s. He reported
higher mean speeds for young drivers, out of state
vehicles, buses, and late model passenger
vehicles, especially high-performance models.
Other early studies linked driving speed to age, trip
length, and presence or absence of passengers.
More recently, Fildes et al. (1991) unobtrusively
measured the speeds of vehicles on urban and
35
t ........................
[20
40 45 50 55 60 65 70 758
Travel speed, km/h
Figure 6. Injury crash
rural road segments in Victoria, Australia, then
stopped a sample of the vehicles to interview the drivers. The researchers found that younger
drivers, drivers without passengers, drivers of newer cars, drivers traveling for business
purposes, and high mileage drivers were more likely to drive faster than average and exceed the
speed limit.
Mustyn and Sheppard (1980) found more than 75 percent of drivers claiming they drive at a
speed that traffic and road conditions permit, regardless of the posted speed limit. Although the
motorists who were interviewed tended to consider speeding to be one of the primary causes of
crashes, they did not consider driving 10 mi/h (16 kin/h) over the limit to be particularly wrong.
However, most of those interviewed considered driving 20 mi/h (32 kin/h) over the limit to be a
serious offense.
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Of all drivers involved in fatal crashes, young males are the most likely to have speed as a
collision factor. In 1995, nearly 40 percent of the fatal crashing involving male drivers 15 to 20
years old were speed related (NHTSA 1995). The relative proportion of speed-related crashes to
all crashes decreases with increasing driver age.
A recent study of the behavioral cues associated with driving while intoxicated (DWI) found that
drivers who were exceeding speed limits by 10 mi/h (16 km/h) or more were DWI (BAC30.08)
only in 9 percent of all nighttime enforcement stops, but those driving more than 10 mi/h (16
km/h) under the limit were found to be DWI in 48 percent of the stops (Stuster, 1997); driving
under the speed limit does not include maneuvers that require slow speed. A previous study of
motorcyclist DWI detection found that 10 percent of speeding motorcyclists have BACs of 0.08 or
greater (Stuster, 1993). These probabilities of DWI are Iow compared to other behaviors, such as
weaving, turning with a wide radius, or drifting during a curve (all with probabilities of DWI greater
than 50 percent).
Driving with excessive speed is a risk-taking behavior that often is found in association with other
risk-taking behaviors. For example, in 1995, only 37 percent of passenger vehicle drivers under
21 years old who were involved in fatal crashes related to speed were wearing, safety belts at the
time of the crash. In contrast, 56 percent of drivers in the same age group were properly
restrained when speed was not a factor. For drivers 21 years and older, the percentage of drivers
involved in speed-related fatal crashes who were using restraints at the time of the crash was 34
percent, but 62 percent of drivers were restrained in fatal crashes that were not speed related.
Road Characteristics
Road characteristics contribute to the speeds at which drivers operate their vehicles. Warren
(1982) reported the most significant characteristics to be curvature, grade, length of grade,
number of lanes, surface condition, sight distance, lateral clearance, number of intersections, and
built-up areas near the roadway. Tignor and Warren (1990) reported that the number of access
points and nearby commercial development are the factors that have the greatest influence on
vehicle speeds. In contrast, Fildes et al. (1987, 1989) found road width and number of lanes to
have the greatest influence on speed choice.
More recently, the European Transport Safety Council (1995) reported that width, gradient,
alignment, and layout, and the consistency of these variables, are the determinants of speed
choice on a particular stretch of road. Road characteristics determine what is physically possible
for a vehicle, but they also influence "...what seems appropriate to a driver." In this regard,
individual perceptions of appropriate speed are influenced by the maintenance condition of the
road. For example, Cooper et al. (1980) found that average vehicle speeds increased by 1.6 mi/h
(2 km/h) after resurfacing major roads in the United Kingdom; no change in traffic speed was
found in locations where surface unevenness remained the same after resurfacing. Parker
(1997) found no change in speeds on two rural highways and a 3 mi/h (5 kin/h) increase on two
urban streets that were resurfaced and had the speed limit raised. It was not possible to
determine if the speed change was due to the higher speed limit or the resurfacing.
Roadway surroundings, especially proximity of tall objects to the road, also can influence the
speeds at which motorists choose to drive. Designing roadway features to influence driver
perceptions of appropriate speeds is a subject that will be addressed briefly in a subsequent
section of this report.
The theory of speed adaptation predicts that apparent vehicle speed is influenced by the speed
and duration of recent travel in the vehicle. This adaptation to vehicular speed is the combined
result of the visual, auditory, and proprioceptive feedback associated with various rates of travel.
Speed adaptation is a commonly experienced phenomenon that results in an under estimation of
speed after encountering a reduced-speed zone (Schmidt and Tiffin, 1969; Mathews, 1978). In
short, according to the speed adaptation hypothesis, the perceived speed of one's own vehicle
will be lower than the actual speed if the driver has recently been operating the vehicle at a higher
speed.
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Several studies have explored the speed adaptation hypothesis. For example, Denton (1976)
found that drivers who had traveled at 70 mi/h (113 kin/h) for three minutes tended to drive 5 to
15 mi/h (8 to 24 kin/h) faster in a 30 mi/h (48 km/h) zone than drivers who had not previously
driven at the faster speed. Casey and Lund (1967) found a lesser, but more persistent, effect
when drivers made the transition from 55 mi/h to 35 mi/h zones (88.5 to 56.3 kin/h). Vehicle
speeds on streets and roadways leading from highways and freeways were greater than the
speeds approaching the highways and freeways, even though the posted speed limits are the
same.
The review of speed-related issues prepared by Fildes and Lee (1993) for the Australian Federal
Office of Road Safety describes the cognitive aspects of speed perception. In particular, the
authors summarize how the visual pattern that is presented to a moving observer creates a blur
of increasing magnitude at greater deviations from the fixation point. This "retinal streaming"
provides cues that are used to help estimate speed. Human capabilities, however, are limited in
this regard. Most research on the topic has found that drivers underestimate their speeds,
especially at the medium and high speed ranges. Further, research has found perceptual
limitations that contribute to drivers underestimating the curvature of an approaching bend
(Shinar, 1977). Brummelaar (1983) and Fildes (1986) identified road curve features that influence
a driver's perception of curvature.
Environmental Conditions
Weather conditions influence the vehicle speed selected by most drivers. For example, reduced
visibility due to fog caused a 6 mi/h (10 km/h) decline in mean speeds on a freeway in Minnesota
(CRC, 1995). Greater reductions in speed can be observed under extreme conditions (Schwab,
1992). Although drivers reduce their speeds during poor environmental conditions, this reduction
is often accompanied by higher variation in speeds. Liang et al. (1998) in an analysis of speeds
on a rural freeway in Idaho found the standard deviation of speed doubles during fog events and
triples during snow. The researchers also found that drivers reduce their speeds an average of
0.7 mi/h for every mi/h that the wind speed exceeds 25 mi/h or 0.4 km/h for every 1 km/h that
wind speed exceeds 40 km/h.
Although wet road surfaces will affect traction when attempting to stop, pass, or negotiate a curve
or turn, most drivers do not reduce their speeds very much when traveling on wet roads. Olson et
al. (1984) compared speed data collected during daylight hours on wet and dry days at 22 sites in
Illinois and found no practical differences. The maximum difference in speed was less than 2.5
mi/h (4km/h). Similarly, Lamm et al. (1990) found no differences in operating speeds on dry and
wet pavements for 11 curves studied on two-lane rural roads in New York. Although light rain had
little effect on speeds, Ibrahim and Hall (1994) observed 3 to 6 mi/h (5 to 10 km/h) reductions
during periods of heavy rain.
SPEED LIMITS AND SPEEDS
In a survey of speed zoning practices, Parker (1985) found that all states and most local
agencies consider the speed of traffic in setting speed limits. The primary factors considered in
engineering studies to set speed limits were, in order of their importance:
· 85th percentile speed.
· Type and amount of roadside development.
· Accident experience.
· Adjacent Limits.
· 10 mi/h pace (i.e., speed range that contains the largest percentage of vehicles).
· Horizontal and vertical alignment.
· Design speed.
· Average test run speed.
· Pedestrians.
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Fildes and Lee (1993) describe procedures for identifying appropriate speed limits in Australia
that are remarkably similar to the methods followed in the United States.
In general compliance with speed limits is poor. Harkey et al. (1990) found that 70 percent of the
vehicles exceeded the speed limit on a representative sample of Iow and moderate speed roads
in four States. Similar results are reported abroad by the European Transport Safety Council
(1995).
A number of studies have examined the effects of altering speed limits on speeds. Spitz (1984)
reported that the 85th percentile speed of traffic increased less than 0.4 mi/h (0.6 km/h) in 40
zones where speed limits were raised in 10 California cities. This was less than the 0.7-mi/h (1.1-
km/h) increase observed in the comparison sites which had no speed limit change. For the 10
zones where speed limits were lowered, speeds actually increased on average by 1.1 mi/h
(1 .Skm/h).
Dudek and Ulman (1986) found no significant changes in speeds at six sites in the urban fringe
where speed limits were lowered from 55 to 45 mi/h (89 to 72 mi/h).
Parker (1997), taking advantage of routine speed zoning changes being made by State and local
agencies, evaluated the effects of raising and lowering speed limits by various amounts at 98
non-freeway sites in 22 States.
Free-flow speeds were measured for a
24-hr period before the speed limit was
altered and on the same day of the week
about one year later. Before and after
speeds were measured simultaneously at
comparison sites where speed limits
were not altered to control for time trends.
As shown in figure 7, raising and lowering
speed limits had little or no effect on
speeds. Although maximum speed
changes up to 3 mi/h (5 km/h) were
observed at iridividual sites, the average
change in the mean and 85th percentile
speeds was less than I mi/h and similar
to sites that were not changed.
However, studies in the USA and abroad
generally show an increase in speeds
when speed limits are raised on
freeways. Changes in mean speeds
ranging from 1 to 4 mi/h were observed
when the speed limits in the United
States were increased from 55 mi/h (89
km/h) to 65 mi/h (105 km/h) as shown in
table 2.
Change in 85th Percentile Speed, mi~h
I nor ea$e
-15 &-20 -10 -5 +5 +10 &+l.
Change in Posted Speed Limit, miSh
I rnith= 1.61 krrv'h
Figure 7. Effects of altering speed limits by
various amounts on non-freeways (Parker,
1997).
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Table 2. Speed increases observed from raising speed limit from 55 to 65 mi/h
mi/h km/h
Brown et al. (1990)
Freedman and Esterlitz (1990)
Mace and Heckard (1991)
Prefer, Stenzel, and Lee (1991 )
Parker (1997)
2.4 3.9
2.8 4.5
3.5 5.6
4-5 6-8
0.2-2.3 0.3-3.7
Finch et al. (1994) analyzed the changes in speeds from raising and lowering speed limits
reported in a number of international studies and found that the change in mean traffic speed is
roughly one-fourth of the change in the posted limit.
SPEED LIMITS AND SAFETY
Another way to examine the relationship between vehicle speed and traffic safety is to measure
the effects of lowering or raising speed limits on the incidence and severity of crashes. Table 1
summarizes the results of studies of this type conducted in several countries. The table shows
that crash-incidence or crash severity, or both measures, generally decline whenever speed limits
have been reduced. Conversely, the number of crashes or crash severity generally increased
when speed limits were raised, especially on freeways.
Parker (1992) found little change in crashes on Iow and moderate speed roads in Michigan where
speed limits were altered under the State's normal speed zoning process. For the 21 sites where
the speed limit was increased, crashes decreased about 3 percent compared to sites not
changed. Crashes also decreased approximately 2 percent at the 47 sites where speed limits
were lowered. Neither change was statistically significant.
Parker (1997) found no significant changes in total or injury crashes for the 98 sites where speed
limits were altered in the 22 States. This should not be surprising since, as discussed in the
previous section, there were little or no change in speed. Compared to sites not change, crashes
increased on the average 7 percent at sites where the speed limits were lowered and decreased
on the average 11 percent where the speed limits were increased.
Table 3. Summary of the effects of raising or lowering speed limits.
Reference Country Change
Speed Limit Decreases
110 km/h to 90
km/h
Nilsson (1990) Sweden
(68 mi/h to 56
mi/h)
60 km/h to 50
km/h
Engel (1990) Denmark
(37 mi/h to 31
mi/h)
· 100 km/h to 80
km/h
Peltola (1991) UK
(62 mi/h to 50
mi/h)
Results
Speeds declined by 14 km/h
Fatal crashes declined by 21%
Fatal crashes declined by 24%
Injury crashes declined by 9%
Speeds declined by 4 km/h
Crashes declined by 14%
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Sliogeris (1992) Australia
Finch et al. (1994)
Switzerland
Scharping (1994)
Germany
Newstead and Mullan
(1996) Australia
Speed Limit Increases
NHTSA (1989) USA
McKnight, Kleinand
Tippetts (1990), USA
Garber and Graham USA
(1990) (40 States)
Streff and Schultz USA
(1991) (Michigan)
Pant, Adhami and USA
Niehaus (1992) (Ohio)
Sliogeris (1992) Australia
Lave and Elias (1994) USA
(40 states)
Iowa Safety Task Force USA
(1996) (Iowa)
110 km/h to 100
km/h
(68 mi/h to 62
mi/h)
130 km/h to 120
km/h
(81 mi/h to 75
mi/h)
60 km/h to 50
km/h
(37 mi/h to 31
mi/h)
5-20 km/h
decreases
(3-12 km/h
decreases)
55 mi/h to 65
mi/h
(89 km/h to 105
km/h)
55 mi/h to 65
mi/h
(89 km/h to 105
km/h)
55 mi/h to 65
mi/h
(89 km/h to 105
km/h)
55 mi/h to 65
mi/h
(89 km/h to 105
km/h)
55 mi/h to 65
mi/h
(89 km/h to 105
km/h)
100 km/h to 110
km/h
(62 mi/h to 68
mi/h)
55 mi/h to 65
mi/h
(89 km/h to 105
km/h)
55 mi/h to 65
mi/h
(89 km/h to 105
km/h)
Parker (1992) USA
(Michigan) Various
5-20 km/h
Newstead and Mullan Australia increases
(1996) (Victoria) (3-12 km/h
increases)
Injury crashes declined by 19%
Speeds declined by 5 km/h
Fatal crashes declined by 12%
Crashes declined by 20%
No significant change (4 % increase
relative to sites not changed)
Fatal crashes increased by 21%
Fatal crashes increased by 22%
Speeding increased by 48%
Fatalities increased by 15%
Decrease or no effect in12 States
Fatal and injury crashes increased
significantly on rural freeways
Injury and property damage crashes
increased but not fatal crashes
Injury crashes increased by 25%
Statewide fatality rates decreased 3-5%
(Significant in 14 of 40 States)
Fatal crashes increased by 36%
No significant changes
Crashes increased overall by 8%
35% decline in zones raised from 60-80
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USA 5-15 mi/h
Parker (1997) 22 states (3-24 km/h)
No significant changes
Based on the investigations of 50 separate speed limit changes on urban and rural roads in
Sweden, Nilsson (1981) derived a series of mathematical functions that explain the relationship
between changes in a speed limit and traffic safety. Figure 8 illustrates Nilsson's calculations,
which predict increases in fatal crashes as the change in vehicle velocity by a factor of 4, severe
injury crashes by a factor of 3, and all injury crashes by a factor of 2.
Based on the effects of speed limits reported in various international studies, Finch et al. (1994)
developed a model of the relationship between the change in mean speed and the change in
crashes. The results suggest that for every 1 mi/h change in speed, the number of injury crashes
increases 5 percent or a 3-percent increase in injury crashes for every 1 -km/h increase in speed.
ENFORCEMENT
The following paragraphs have been limited to summaries of quasi-experiments that have been
conducted to assess the effects of speed enforcement.
Mobile Patrol Vehicles
Raub (1985) reported on an Illinois State Police experiment in which the overhead lights on patrol
cars in an experimental group were removed. This group and a control group (more than 200
cars in all) logged more than 5.5 million rural patrol miles in the course of the experiment. All
participating officers had similar driving records before the study was conducted. Officers driving
vehicles without roof-mounted lights improved their fuel mileage by 7 percent, were 25 percent
more productive in speed enforcement, and were involved in 65 percent fewer crashes. The
experiment lasted nearly two years and all results are statistically significant. Interestingly, while
the group without overhead lights was more productive in enforcing speed regulations, overall
productivity was not affected.
.15o~ - 10% -5% 0R 5% 10% t5%
Change in speed
Fi§ute 8. Efl.ects of changes in the speed on injury
and fatal crashes ('from Nilsson,
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Shinar and Stiebel (1986) demonstrated the relationship between perceived risk of receiving a
citation and driving in excess of speed limits. The researchers found compliance with speed limits
to be greatest in the vicinity of police vehicles and diminish with increasing distance; the distance
halo effect was greater for mobile than stationary police vehicles. Benekohal et al. (1992)
evaluated the impact of mobile patrol vehicle speed enforcement on car and truck speeds
through a highway construction zone. They found that the presence of a marked patrol car
reduced average car and truck speeds while no reduction o00urred in an unpatr011ed control
condition. Additionally, the proportion of cars traveling faster than conditions permitted in the work
zone was reduced by 14 percent, and trucks traveling faster by 32 percent, when the patrol car
was present. A time halo effect on average truck speeds lasted for about I hour after patrols
ended. Average car speeds increased immediately after patrols ended. In contrast, Vaa (1997)
found that intensive enforcement (an average of 9 hours of police presence per day) resulted in
reductions in vehicle speed that lasted up to 8 weeks.
Stationary Patrol Vehicles
Hauer et al. (1982) conducted several experiments to measure the impact of stationary patrol
vehicle enforcement on traffic speeds before, at, and after the site of enforcement, and during
and after the enforcement period (the time halo). The researchers detected a pronounced
decrease in average traffic speed to the posted speed limit at the location of the patrol vehicle. By
identifying vehicles passing through the enforcement area, the researchers also were able to
determine that repeated exposure of the enforcement to drivers had no significant effect in speed
reduction after the first encounter with the stationary patrol vehicle. Speeds returned to their pre-
enforcement level within 3 days after a single dose of stationary enforcement whereas exposure
to a stationary patrol vehicle over a 5-day period had the greatest effect in suppressing speeds
after enforcement ended.
Armour (1986) examined the impact on traffic speeds of parking a marked patrol car along an
urban street. The presence of the patrol car was associated with (1) a 2/3 drop in the number of
vehicles violating the speed limit; (2) an increase in community awareness of police enforcement
in the surrounding area; and (3) a measurable decrease in speed at the site of enforcement.
Based on these findings, Armour recommends the use of the stationary patrol car enforcement
technique for localized speed problems.
Stuster (1995) evaluated the effects of municipal speed enforcement programs on several
dependent measures. Three communities were selected to participate in the study on the basis
of comparability and isolation from each other. Two of the communities' police departments
implemented special speed enforcement programs focused on six special enforcement zones
within each community. Four of the zones in each community were selected on the basis of
speed-involved crash statistics and two in each community on the basis of chronic citizen
complaints of speeding. Police departments in the two experimental communities devoted an
average of 8 hours of officer time each week td each of the zones. The department in the third
community refrained from implementing any special traffic enforcement effort for the 6-month
duration of the study. The study found significant declines in unobtrusive measures of vehicle
speed and speed-related crashes in the special enforcement zones of the experimental
communities. In addition, time series analyses found 112 fewer crashes than expected.
Aerial Enforcement
Research has demonstrated that aerial speed enforcement programs have a generally positive
effect in reducing highway speeds. In western Australia, researchers compared the impact of
changing the levels of aerial enforcement on several roadway sites maintaining aerial programs
(Saunders, 1979). The removal of aerial enforcement in one site increased the percentage of
cars violating the posted speed limit by 6.1 percent and the number of trucks by 6.2 percent. An
increase in aerial enforcement at another site reduced the percentage of trucks violating the
speed limit, but had no impact on the percentage of cars traveling above the limit. In a later
Australian study, eleven months of aerial speed enforcement in New South Wales was
investigated (Kearns and Webster, 1988). The aerial program resulted in a vehicle crash
reduction of 22 percent.
Blackburn, Moran and Glauz (1989) evaluated alternative methods of enforcing New York's then
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55 mi/h (89 km/h) speed limit. Aerial enforcement was found to be significantly more effective
than radar in detecting and apprehending drivers who used radar detectors and CB radios to
avoid being caught exceeding the speed limit.
Radar and Laser Speed Monitoring Equipment
Teed and Lund (1991) studied the relative effectiveness of police radar and laser speed
monitoring equipment in a brief field trial; the researchers used the same four locations,
alternating use of radar and laser speed guns over a 2-week study period. They found that laser
guns were significantly more effective in identifying speeding motorists (41 citations per 1,000
vehicles, compared to 33 per 1,000 for radar). Perhaps more important, it was found that
speeders identified under the laser enforcement condition were four times more likely to have a
radar detector in their vehicles than those ticketed under the radar condition. In fact, most of the
additional speeders caught by the laser guns were using radar detectors, and those vehicles
tended to be traveling at the most extreme speeds.
Automated Enforcement
Automated enforcement systems combine radar or laser speed-measuring technology and video
or photographic identification to automatically detect and record speed limit violations. Radar or
infrared laser instruments detect a speeding vehicle and trigger a pre-positioned camera to
photograph the vehicle's license plate and the driver. The time of the violation and recorded
speed of the vehicle are superimposed on the photograph. If the license plate number and driver
can be clearly identified in the photograph, a citation is issued and mailed to the registered
owner.
Maekinen and Oei (1994) reviewed the effects of automatic enforcement on speeding, red-light
violations, and crashes. They provide technical and tactical guidelines and stress that publicity
and warning signs contribute significantly to the effectiveness of the technology.
Rogerson et al. (1994) examined the effect of a speed camera program in Melbourne on the
speeds of motorists and on the incidence and severity of crashes. A statistically significant
reduction was found in casualty crashes within 1 km of a speed camera. The effect was confined
to "high alcohol hours" of the week on ar[erial roads; there was no evidence of a difference in
crash severity. It was reported that, following the introduction of the speed camera, the
percentage of vehicles exceeding the speed limit by more than 15 km/h decreased and remained
at a lower level in both 60 km/h and 75 km/h speed zones. No significant change in the mean
speed was detected, and the distribution of vehicle speeds recorded in 100 km/h speed zones
did not change.
Drone Radar
Freedman, Teed and Migletz (1993) evaluated the impact of unattended radar transmitters
deployed in a construction zone to spoof motorists with radar detectors. Drone radar was
associated with a slight reduction in average vehicle speed--an average reduction of one mile per
hour or less. However, the proportion of vehicles exceeding the speed limit by more than ten
miles per hour through the zones was reduced by 30 to 50 percent during active drone radar
enforcement.
A similar study by Streff, et al. (1995) examined the effectiveness of drone radar and police
presence on the reduction of speeds at a high speed freeway location and in a freeway
construction zone. They also found that speed reductions due to the drone radar deployment
were of little practical significance. They did find that drone radar with police patrols can be an
effective deterrent at locations where high speed trucks are a problem.
Speed Feedback Indicators
A speed feedback indicator displays the speeds of passing cars on a variable message display.
The speed indicator is often trailer mounted below a speed limit sign. Speeds may be measure
by an integrated radar or Iidar unit or by sensor in the pavement for permanent installations.
Speed indicators are intended to increase awareness of excessive speeds and to encourage
drivers to slow down.
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Casey and Lund (1990) found that the presence of a speed feedback indicator decreased speeds
at a placement site and for a shod distance past the site. No speed reduction was noted after the
indicator was removed. Speed reduction decay rates downstream from the location of the
indicator were significantly prolonged when minimal traffic enforcement activities were conducted
in the area immediately surrounding the location of the indicator.
Perrillo (1997) observed speed reductions of 2-3 mi/h (3-5 kin/h) in the vicinity of the speed
feedback trailers for the two days they were in place on four residential streets in Texas. Speed
returned to their previous level as soon as the indicator was removed.
Dart and Hunter (1976) evaluated the effects of four speed enforcement techniques, one of which
was a speed indicator. The other techniques included a speed check zone, a stationary patrol
car, and a simulated pullover. The speed indicator was not combined with any other enforcement
technique. While all of the other techniques had a significant impact on reducing speeds at
enforcement sites, the speed indicator had no significant effect on traffic speeds.
Hamalainen and Hassel (1990) describe a well-publicized speed indicator pro-gram carried out in
Finland. Reduced speeds were noted while the indicator was pre-sent, and the speed halo effect
lasted up to 10 km after the location of the display. The incidence of overtaking also was
reduced. This reduction in passing behavior exhibited a time halo effect, continuing for a short
period after the end of the experiment. It is not clear from the report whether the speed indicator
was combined with other speed enforcement techniques.
Public Information And Education (PI&E)
A large proportion of the citations reviewed concerning speed enforcement mention some form of
public information or educational program, or publicity. None attributed a significant reduction in
speed, speeding, crashes, or crash severity to any such campaign that was not closely tied to an
enfomement or engineering program.
Traffic Enforcement Notification Signs
Another innovative means of speed enforcement that emphasizes increasing driver awareness of
speed is the use of portable traffic enforcement warning signs. The signs are placed at each end
of a targeted roadway just prior to an enforcement period. During the enforcement period, officers
write citations for all traffic and vehicle violations occurring within the target area. There was a 17
percent reduction in injury crashes in Huntington Beach and fatal crashes had decreased by 100
percent between the introduction of the traffic enforcement and warning sign program and
Stuster's (1995) survey.
The Racine, Wisconsin, Police Department established a program in 1983 to reduce crashes at
the most dangerous intersections in the city (Stuster, 1995). The "EZ" pro-gram created
enforcement zones around each of the ten most dangerous intersections.
All traffic safety laws within the zones (including speed limit laws) were strictly enforced. A unique
feature of the EZ program was the use of pole wraps placed on every light pole within one block
of a targeted intersection to remind drivers that intensified traffic enforcement was being
conducted in the area. Traffic officers issued written warnings in the form of EZ "contact.
cards" (instead of citations) for minor traffic infractions within the zones. Each contact card listed
the ten dangerous intersections and encouraged drivers to drive more safely in Racine. EZ
contact cards also were issued to motorists who drove safely through the enforcement zones.
These commendation contact cards were put into drawing for prizes supplied by the police
department. The community realized a 30 percent reduction in traffic violations over the three-
year duration of the program.
Traffic safety programs that include highly visible public information and education (PI&E)
campaigns that accompany law enforcement efforts have proven to both increase positive public
impressions toward police activities and result in safer driving habits. Sail (1983) evaluated the
impact of a Selective Traffic Enforcement Program (STEP) initiated in Boise, Idaho, in 1979. The
program combined an aggressive traffic enforcement effort with a strong PI&E program in order
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to reduce injury crashes in Boise. The STEP publicity program was designed to inform the driving
public of hazardous road locations, the types of driver actions that made these locations unsafe,
and the traffic enforcement that would be used to alleviate the problems at these locations. The
PI&E program portrayed the Boise Police Department as genuinely interested in increasing public
safety, as opposed to simply citing motorists and collecting fines. STEP advisory messages were
broadcast twice a day over three local radio stations. The implementation of STEP in Boise was
associated with a significant 17 percent reduction in the number of injury crashes; a non-STEP
control area experienced no similar change. More important, the change in Boise was most
dramatic following the delayed implementation of the STEP PI&E campaign (publicity began one
month after the start of aggressive traffic enforcement). Besides the Boise STEP efforts,
successful speed enforcement programs using speed indicators and photo-radar have been
attributed to well-mounted PI&E pro-grams (Hamalainen and Hassel, 1990; Cameron, Cavallo
and Gilbert, 1992).
The Impact of Speed Enforcement on Crime
The deterrent effects of police practices on crime have been a topic of research and debate for
several years. The 1974 report describing the impact of the Kansas City Preventive Patrol
Experiment (Kelling, et al., 1974) was an early evaluation of the effect on crime of in-creasing or
decreasing police personnel. No significant differences in the incidence of crime, citizen fear of
crime, or satisfaction with police services were found between Kansas City, Missouri, neighbor-
hoods varying in levels of enforcement. The Kansas City study was criticized for only examining
variations in force size and not taking into account the type of police strategies used in combating
crime.
In response to the Kansas City study, Wilson and Boland (1978) developed a model predicting
that police techniques that maximize the level of interaction between the police and the
community (termed aggressive policing) will result in a reduction in crime. To support their model,
they examined the historical incidence of robbery in 35 large American cities and found that
robbery rates were lower in cities in which more traffic citations were written (their measure of
aggressive policing). Despite criticism of the measure of aggressiveness used by Wilson and
Boland (Jacob and Rich, 1981), similar historical research by Sampson and Cohen (1988)
supports the model developed by Wilson and Boland. Weiss, et al. (1993) employed quasi-
experimental methodology to directly manipulate the level of traffic enforcement and measure its
impact on local area crime. Local crime levels in areas treated with traffic enforcement were
compared to locations where no enforcement took place. No relationship was found between
traffic enforcement levels and the prevalence of crime in the experimental sites. While the
researchers postulate that traffic enforcement may indeed have no impact on crime, they also
recognize several flaws in their research that may have made such an effect undetectable.
Stuster's (1995) study of municipal speed enforcement examined the effects of municipal traffic
enforcement methods on a variety of dependent measures. In addition to measures of traffic
safety, reported previously, the incidence of crimes in the special zones was analyzed for a
control and two experimental communities. Overall, serious crimes (e.g., murder, rape, robbery,
assault, burglary, larceny, arson, and motor vehicle theft) declined by eight per-cent in the special
enforcement zones of one of the experimental communities, and by one percent in the other
experimental community. Less serious crimes (e.g. drug violations, vandalism, disorderly
conduct, and prostitution) increased by four per-cent in the comparison community's control
zones. None of the changes in serious crimes as a whole was statistically significant, but both
experimental communities experienced significant declines in the incidence of the larceny and
theft. This is the one type of crime equally likely to occur during nighttime as well as daylight
hours (i.e., when the special enforcement was conducted). Analyses found the 11 and 12 per-
cent declines in larceny and theft to be statistically significant and attributable to the deterrence
effects of the special enforcement programs; larceny/theft declined less than 2 percent statewide
and increased by 4 percent in the control zones of the comparison community
ENGINEERING MEASURES
Traffic calming techniques are street design or regulatory features that cause motorists to be
more attentive to their surroundings and to drive more slowly; some traffic calming techniques
are designed to induce motorists to select an alternate route. Techniques range from the
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Woonerf concept whereby cars and pedestrians share the same space, at one extreme, to
relatively unintrusive lane striping at the other. In their review of this subject, Fildes and Lee
(1993) make it clear that the many traffic calming techniques have the common objective of
transferring the costs associated with excessive speed from unprotected road users (i.e., death
and injury of pedestrians and cyclists) to vehicle drivers and their passengers (i.e., discomfort,
risk, damage to vehicle, longer travel time). Westerman (1990) describes the approach as
usually applying a "friction factor" to physically restrict a vehicle and force a motorist to slow
down. In contrast to simple traffic signs, most traffic calming techniques are continuously
reinforcing. That is, a motorist incurs a penalty when ever a traffic calming device is encountered
at excessive speed.
Few studies have been conducted of the type that could provide evidence to support the claims
that traffic calming techniques reduce the incidence of motor vehicle injuries and fatalities. The
hypothesis, however, is intuitively compelling and the rapidly-expanding literature on the topic is
beginning to include a few for-mai evaluation studies that show clear, positive effects on
measures of traffic safety.
The Effects of Traffic Calming
The current review found the most effective traffic calming measures to involve vertical shifts in
the roadway, such as speed humps and speed tables. However, the effectiveness of these
measures is dependent upon spacing. Greater reductions in vehicle speeds and crashes are
achieved when combinations of measures are implemented and when traffic calming is
implemented systematically over a wider area than a single neighborhood. Reductions in the
incidence and severity of crashes of 50percent or more are frequently reported, as summarized
in table 4. However, most traffic calming projects result in reductions in traffic volume and many
of the safety studies do not take this diversion into account. It is possible the crashes may be
migrating to other roads.
Table 4. Summary of the effects of traffic calming measures
Reference
Zidel et al. (1986)
Bowers(1986)
Chua and Fisher
(1991)
Herrstedt (1992)
Kjemtrop
andHerrstedt
(1992 )
Engel and Thomsen
(1992)
Vis et al. (1992)
Country
UK
Germany
Australia
Netherlands
Netherlands
and France
Measure
Rumble strips
Speed tables, narrowing,
chicanes, gateways
Various methods
Various methods
(staggerings, gateways)
Various methods
(humps, staggerings)
Denmark
Various methods
(humps, staggerings)
Humps,
Netherlands staggerings,
islands
Results
Mean speeds reduced by 40%
No change in crash rate
injuries reduced by 50%
Crashes reduced by 50%
Through traffic reduced by 35%
Vehicle speeds reduced by 25%
Vehicle speeds reduced 6 mi/h (10
km/h)
Crashes reduced by 30 to 60%
Speeds reduced by 7 mi/h (11
km/h)
Injury rate reduced by 72% in
calmed areas
Injury rate increased by 96% on
adjoining streets
Speeds reduced by 20%;
volumes reduced 5-30%
Crashes reduced by 5%, injury
crashes by 25%
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Webster (1993) UK Speed humps
Dahlerbrach (1993) USA
Halbert et al. (1993) USA
Bulpitt (1995) UK
Speed humps
Speed humps
Humps and chicanes
Gateway signing,
Wheeler and Taylor
(1995) UK marking,
narrowing
Webster and Mackie Mostly humps and speed
(1996) UK tables
Griffin and Reinhard Japan Chevron markings
(1996) UK Transverse markings
Ewing et al. (1998) US Speed humps
Mini-circles
85th percentile speeds reduced 1
mi/h (16 km/h)
Crashes reduced by 71% on
treated streets
Crashes reduced by 8% on
surrounding roads
Speeds reduced by 14% (5 mi/h)
Traffic volume reduced by 7%
85th percentile speeds reduced by,
30%
Traffic circles 85th percentile
speeds reduced by 22%
Speeds reduced by 10 mi/h (16
km/h)
Crashes reduced up to 80% and
traffic by 30 to 50%
Speeds reduced 0-12 mi (0-19
km/h)
Injury accidents decreased 14%
Speeds reduced by 9 mi/h (14
km/h)
Crashes reduced
Crashes reduced
Crashes reduced
Crashes reduced
by 22%
Crashes reduced
by 14%
by 61 percent
25 to 50%
5 to 50%
by 13%; speeds
by 18%; speeds
SUMMARY
There is evidence that crash risk is lowest near the average speed of traffic and increases for
vehicles traveling much faster or slower than average. The occurrence of a large number of
crashes involving turning maneuver partly explains the increased risk for motorists traveling
slower than average and confirms the importance of safety programs involving turn lanes, access
control, grade separation, and other measures to reduce conflicts resulting from large differences
in travel speeds.
When the consequences of crashes are taken into account, the risk of being involved in an injury
crash is lowest for vehicles that travel near the median speed or slower and increases
exponentially for motorists traveling much faster. One of the major concerns in all of the studies
is the travel speed before the crash. Emerging technology used in mayday, vehicle tracking, and
adaptive speed control systems provide the opportunity to accurately and continuously capture
travel speed. This technology should be applied in improving our understanding of the
relationship between speed, speed variation, and safety.
When a crash occurs, its severity depends on the change in speed of the vehicle at impact. The
fatality risk increases with the change in speed to the fourth power. International research
indicates the change in injury crashes will be twice the percentage change in speed squared, and
fatal crashes will be four times the percentage change in speed. These relationships are based
mainly on speed limit and speed changes on high-speed roads. More research is needed to
assess their applicability to Iow-speed urban roads.
In general, changing speed limits on Iow and moderate speed roads appears to have little or no
effect on speed and thus little or no effect on crashes. This suggests that drivers travel at speeds
they feel are reasonable and safe for the road and traffic regardless of the posted limit. However,
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on freeways and other high-speed roads, speed limit increases generally lead to higher speeds
and crashes. The change in speed is roughly one-fourth the change in speed limit. Results from
international studies suggest that for every 1 mi/h change in speed, injury accidents will change
by 5 percent (3 percent for every lkm/h). However there is limited evidence that suggests the net
effect of speed limits may be positive on a system wide basis. More research is needed to
evaluate the net safety effect of speed limit changes.
Most of the speed related crashes involve speed too fast for conditions. This would suggest that
variable speed limits that adjust with traffic and environmental conditions could provide potential
benefits.
Despite the large number of references concerning traffic calming, very few reports include
results of a systematic evaluation. In many cases traffic volumes as well as speed are reduced.
As a result of the traffic diversion, crashes may be migrating to other roads. More research is
needed to assess the system wide impacts and permit comparisons to be made among individual
as well as combinations of traffic calming measures.
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DESIGNING SPEED CONTROLLED SUBDIVISIONS
WITHOUT ROAD HUMPS
David Szplett and
Kuna City Council Member
P.O. Box 13
Kuna, Idaho 83634
Phone 208 922-5546 FAX 208 922-5989
Michael Fuess, Civil Engineer
Ada County Highway District
318 East 37th Street
Boise, Idaho 83714
Phone 208 387-6140 FAX 208 387-6193
~TRODUCTION
Traffic calming is a popular topic for transportation planners and engineers as we try to make
subdivisions more liveable. The Institute of Transportation Engineers (ri'E) has even developed a
special toolbox of traffic calming measures (1). A common and simple traffic calming approach is to
construct road humps, traffic barriers and unnecessary stop signs. Unfortunately, these kinds of
measures are often viewed as negative by drivers who are not speeders and sometimes lead to drivers
ignoring important traffic control devices. Emergency services providers, especially ambulances, are
severely impacted by speed controlling road humps. Road humps also cause noise and are less
effective with the increasingly common sport utility vehicles. More driver-friendly solutions are
needed.
The authors are an elected member of a city council and an engineer employed by a regional highway
district responsible for all the local streets and highways in Ada County (Boise), Idaho. The City and
the Highway District are jointly responsible for approving the design of new subdivisions and the
street system. As such, both agencies must respond to existing concerns over the volume and speed
of vehicles on existing streets. Originally, mitigation measures such as road humps were the popular
choices. Increasing public complaints have encouraged an alternative approach. The two staffs
developed a list of curvilinear roadways, traffic chokers and discontinuous streets to reduce travel
volumes and speeds for new subdivisions without the perceived impacts of road humps and
unnecessary STOP signs.
This paper reports on the results of a three year local planning effort to plan for speed control in
subdivision designs. The list of strategies included reduced street cross sections, curvilinear street
alignments, shorter block lengths, and the installation of chokers and islands. The following
discussion outlines the City's trials and experiences. A summary table is also included.
Street Cross Sections
The width of the street is an obvious influence on travel speeds. The literature (2) has much
discussion on the relationship between roadway width and accident rates. The relationship between
roadway width and travel speed is really based more upon the width of the travel lane. The Highway
Capacity Manual (3) indicates that roadway capacity drops as the travel lane and shoulder widths
narrow.
Locally, the standard width of a residential street in a new subdivision is 37-feet (measured back-of-
curb to back-of-curb). This allows two 8-foot travel lanes plus the mandatory 20-foot travel lane for'
emergency and large vehicles. A 29-foot width is allowed on low volume streets with a parking
prohibition on one side. The standard residential speed limit is 25 MPH.
A traffic calming program is also in place. Traffic calming is typically imposed with road humps
and otherwise unneeded STOP signs. A review of streets already inflicted with traffic calming
measures has shown that even 29-foot streets with two-sided parking have problems with excessive
traffic volumes or speeds.
The concern with traffic calming has led to a proposed policy allowing 29-foot streets with two-sided
parking as a new standard. Although developers are supportive of the lower construction costs and
larger lots resulting from the narrower streets, they believe that 29-feet is too narrow and usually
design 32-footers instead. The realtors report that potential homeowners are uncomfortable with
such narrow streets.
Traffic surveys have shown that the average travel speeds are about equal for the 29 and 32-foot
streets (e.g, 28 MPH) and the emergency services seem more willing to accept them. The 85th
percentile for the standard street design is 30 MPH. In Kuna, neither the trash truck drivers nor the
parcel delivery services have expressed a concern with 32-foot streets. We did find that some drivers
will park on the sidewalk if they think that the streets are too narrow. Either vertical curbs or small
planter strips can prevent this from happening.
Street Alignment
Similar to the narrower street sections, a curvilinear street alignment reduces the driver's sight
distance and tendencies to speed. Long straight streets seem to encourage speeding. A review of
streets already inflicted with traffic calming measures did not give us a clear picture of the effect of
street alignment. There are too many other variables to isolate that one design feature.
The local traffic calming program calls for road humps a minimum of 600-feet apart. With 600-feet
then as the goal for a maximum sight distance, the desired street curve radius was set at 350-feet.
Although a smaller radius would reduce speeds even further, developers had more difficulty
designing their subdivisions. The 350-foot goal seems to be an acceptable compromise between
speed control and ease of design. Intermediate tangent roadway sections of less than 600-feet appear
to provide the needed results.
Traffic surveys have shown that although 85th percentile of 27 MPH speed is very close to the 25
MPH signed speed limit, the curved street appears to have stopped the number of drivers exceeding
the speed limit by more than 10 MPH. Because there are minimal problems with speeding, the 37-
foot street sections are acceptable with this design.
Chokers and Islands
Traffic chokers and median islands are alternative methods of restricting the width of both the travel
lanes and the shoulder widths. The medians place the barrier in the middle of the road. The chokers
narrow the curbline and place the barrier at the roadway's edge.
Various choker widths have been tried between 20-feet and 28-feet on residential streets. Before a
design was approved, temporary curbing was used to test the results. The initial chokers were
installed only at intersections, believing that property owners would object to the irregular curbline in
front of their homes. Results showed that the 28-foot chokers had no impact on travel speeds.
Restrictions down to 20-feet were needed before any appreciable speed reduction was noted.
Unfortunately, the narrow chokers caused problems for larger vehicles such as trash trucks and
moving vans when located adjacent to a intersection. Chokers at the corners are viewed as
pedestrian amenities. They improve visibility for both the drivers and pedestrians and the reduced
roadway width minimizes the pedestrian's crossing time.
A revised plan relocated the chokers to midblock locations. The restrictions had the desired effect of
speed reduction without impacting the turning radius at the street corners. The midblock chokers are
only used in new subdivisions, thus minimizing the homeowners concerns with on-street parking.
Some special design considerations are needed to ensure compatibility with the surrounding
neighborhood.
Median islands presented similar impacts and results to those found with the traffic chokers. The
roadway width was set at 21-feet adjacent to the islands. This allows for a 12-foot travel lane and
on-street parking. Speeds were reduced in most cases. The only problems encountered with left-turn
restrictions at residential driveways. Careful planning is needed to retrofit existing subdivisions. For
new subdivisions, the islands are planned to be small enough that at least some part of the individual
lots has left turn access. The builders can probably figure out how to fit the homes on the lots.
Block Lengths
The final design strategy was to examine the impact of shorter block lengths within the subdivision.
Some developers want a grid street system and some parcel sizes are too restrictive to allow
curvilinear roadways. We've explored the use of shorter block lengths, believing that more frequent
intersections increase driver expectation and result in lower speeds. Unfortunately, this design
change really impacts the development cost and one example was available for review.
The developers, of course, wanted longer block lengths. The fewer number of cross streets increases
the number of saleable lots and decreases the amount of roadway that has to be constructed. The
developers typically build to the greatest block length allowed under the existing subdivision'
ordinance.
Very little data is available from local traffic counts for the various block lengths. The limited data
show minimal speed differences for subdivisions with long and short block lengths. Block length
was not viewed as a major determinant of travel speed.
Conclusions
The authors examined four strategies for designing subdivision streets without road humps.
Narrower streets result in lower travel speeds and also cost less to construct and allow larger building
lots. Although 29-foot streets were found to be acceptable, the 32-foot streets section resulted in
similar travel speeds and had much greater acceptance by emergency services providers, the builders
and drivers.
Street alignment was also found to affect driver behavior. In general, the straighter the road, the
higher the speed. However, curves as gentle as a 350-foot radius were enough to reduce both the
average speed, mostly through the elimination of travel speeds more than 10 MPH over the posted
speed limit. The most effective method is more curves with shorter radii.
Traffic chokers and median islands are both effective. The median islands are more difficult to
design but they add unique design features and can help to support other subdivision amenities.
Maintenance of the islands has not proven to be much of an issue although even a small island can
cost $2,000 to construct and reduces the adjacent lot sizes..
Curbside traffic chokers are also effective. However, they must be located away from intersections
to minimize their impact upon the larger vehicles. The midblock locations do nothing to minimize
their effectiveness. Unlike the median islands, there are no special maintenance issues with the
traffic chokers. Chokers have an insignificant cost if designed into a new subdivision and have no
impact upon the adjacent lot sizes. Retrofitting chokers into an existing subdivision can cost up to
$2,500 per location
Block lengths were also examined with the belief that more frequent intersections increase driver
expectation and result in lower speeds. Residential streets cost approximately $100 per linear foot for
construction. Each new street may also remove to potential buildable lots. Although there is no
direct cost to the jurisdiction, these costs are typically passed into the costs of the remaining
subdivision lots.
REFERENCES
2.
3.
4.
4
5
6
Institute of Transportation Engineers. Traffic Engineering for Neotraditional Neighborhoods.
ITE Education Foundation Seminar. Washington, D.C. 1995.
Swift and Associates. Residential Street Typology and Injury Accident Frequency. 1997.
Transportation Research Board Special Report 209. Highway Capacity Manual, 1995.
Institute of Transportation Engineers. DRAFT Traffic Engineering for Neotraditional
Neighborhoods. ITE Technical Committee P.-8. Washington, D.C. 1992.
Szplett, David, and Larry Sale. An Acceptable Neotraditional Neighborhood Design. ITE
Journal. (July. 1997): 42-48.
Szplett, David, and David Butzier. "Design Guidelines for Transportation Elements of
Neotraditional Neighborhoods." Institute of Transportation Engineers' 1998 Annual Meeting
Compendium of Technical papers.
Ada County (Idaho) Highway District. Development Policy Manual. Boise, Idaho. 1996.
DESIGN ELEMENTS OF SPEED CONTROLLED SUBDIVISIONS
- Snrnmary of Strategies -
Traffic Calming Effects of the Cost Comments
Strategy Design Element
Street Cross Section Can reduce typical street $100 per linear Savings come from larger -
section to 29-feet and foot. buildable lots and less paved
allow two-sided parking. Little cost surface area.
The 32-foot street section savings for Suggest parkway strips to
has same benefits with narrower prevent sidewalk parking.
higher user acceptance, streets
Street Alignment · Create curved streets with $100 per linear Benefit comes from better
350-foot radii seem to be a foot. visual impact.
good compromise. Little change in Eliminates drivers more than
Any curves help. cost for curved 10 MPH over the lin-fit.
Straighter streets result in roadways. Straighter streets result in
higher speeds higher speeds.
Tight curves may complicate
subdivision design.
Traffic Chokers Benefit comes from No extra cost Does not affect adjacent lot
narrower traffic lanes, for new design sizes.
20-foot width ideal for $2,500 for Requires no special
residential streets, retrofit maintenance.
Midblock locations are conditions Assists pedestrian
effective but require movements.
special site planning.
Comer locations affect
turning radii.
Median Islands Benefit comes from $2,000 for typical Smaller medians often
narrower traffic lanes, construction ($50 maintained by homeowners.
20-foot width needed with per sq ft) Larger medians require
on-street parking, funded maintenance
Midblock locations are program.
effective but require Reduces adjacent lot sizes.
special site planning. Can be integrated with other
Comer locations affect design subdivision elements.
turning radii.
Block Length Has little impact upon $200,000 per Not a cost effective solution,
travel speeds, street segment.
May also
reduce number
of lots.
A Citizen Task Force Approach to Neighborhood Traffic
Management
Brent C. Siemer, PE
INTRODUCTION
The City of Arcata Public Works Department closed a collector street in 1997 because
slope stability problems had developed. The street carried only 1700 ADT, so changes
in traffic patterns and volumes on adjacent streets were insignificant from an
engineering perspective. However, the general public had a much different perception.
For some residents, this closure provided a tranquil cul-de-sac while their neighbors
saw increased traffic, congestion and noise.
After seven contentious hearings, the City Council voted to permanently close the
street, but recognized the need to mitigate the adverse impacts of closure. To this end,
a citizen task force was created to determine what traffic calming measures should be
included with a permanent closure. A sixty-square-block portion of Central Arcata was
identified as the Study Area. This area reached well beyond the impacted area. The
Council's charge to the task force was to make recommendations that would strike a
balance between the efficient flow of traffic and neighborhood livability.
The members of this task force had no concept of traffic calming or traffic engineering.
Public Works staff trained them in the 3-E's of traffic management, basic traffic
engineering and in traffic calming concepts and methods. Numerous sources were
used to provide a comprehensive and effective layman's guide.
The task force was composed of nine members, some with very strong and opposing
opinions. However, they were able to break the problems down to size and
methodically develop both shod-term and long-term solutions. Shod-term solutions
involved maintenance and Iow cost type projects. Long-term solutions were obviously
more expensive involving capital improvement and general plan type projects.
This paper documents the process in which this citizen task force was created and
trained and the process in which it accomplished its objective.
BACKGROUND
The City of Arcata is a university town in Northern California having a population of
16,000 in a county of 126,000. See location map. Humboldt State University has a
major community influence with 10,000 people on campus (enrollment of 7,500 and
2,500 in staff, faculty and employees.) This facility is the most significant traffic
generator in town with a transitory student population. The students often drive more
aggressively than the rest of the community. Therefore, traffic control devices must be
often be aggressive and obnoxious just to be effective.
ARCATA
EUREKA
HUMt~( LDT COUNTY
..( )
LOCATION MAP
A collector street, 14th Street is connects the western portion of town to US 101 and the
university. In 1997, it carried 1700 ADT and provided direct access for motorists and
delivery trucks. Winter storms in the winter of 1997 created slope stability problems that
forced the closure of a one-block portion of this roadway. No detours were provided
and drivers found their own way around the closure. Seven percent (7%) of the drivers
avoided the area entirely and thirty-seven percent (37%) began using 11th Street,
another two-lane collector three blocks to the south. However, fifty-six percent (56%),
635 ADT, simply made the one-block jog to 13th Street to circumnavigate the closure.
For a few residents, this closure provided a tranquil cul-de-sac yet their neighbors saw
increased traffic, congestion and noise on the cut-through route. ADT levels had jumped
dramatically by 100-300%. The introduction of truck traffic also drew the ire of these
residents. From a traffic engineering standpoint, the changes in traffic patterns and
volumes on adjacent streets were insignificant. Clearly, public perceptions were
inconsistent and normal traffic engineering methods made for a poor tiebreaker.
The City Council held numerous public hearings to discuss four options for 14th Street -
opening it back up to two-way traffic, one-way eastbound or westbound and finally full
closure. After numerous contentious hearings, the Council voted for full closure citing
lower cost and the lack of any right-of-way issues. However, the Council did recognize
the need to mitigate the potential adverse impacts of closure.
In April 1998, the Arcata City Council directed Public Works staff to develop a task force
description that would address the potential traffic problems. It was quite obvious that
the closure of 14th Street effected the behavior of traffic in areas far beyond the
neighborhood. This illustrated the fact that the street network is a dynamic creature
where changes at one location truly effect the whole system. It also meant that
improvements in one neighborhood could benefit the entire City. Public Works staff
determined that the Study Area should include the area bounded by Alliance Road, US
101, 11th Street and Sunset Avenue, a sixty square block portion of Central Arcata.
THE TASK FORCE - How we planned
Membership
The Central Arcata Traffic Task Force needed to represent both the neighborhood and
the city as a whole. Therefore, membership included:
4 residents from within the Study Area
1 resident living outside the Study Area
4 representatives from the University, Arcata High School,
Commission and City Transportation Safety Committee.
City Planning
9 total task force members
Scope of Authority
The Task Force served in an advisory capacity to the City Council in matters relating to
all traffic problems in the area bounded by the Study Area. This allowed the Task Force
to evaluate problems that had little or no connection to the closure of 14th Street. They
were to review traffic engineering data and studies and make recommendations to the
City Council.
Primary Goal
The primary goal of the Task Force was to strike a balance between the efficient flow of
traffic and neighborhood livability. This goal proved difficult for the Task Force as they
deliberated on the various alternatives to the closure of 14th Street. It became important
to accurately define these two opposing issues.
The secondary goal was to report to the City Council within seven months. Public
meetings were scheduled twice a month to accommodate the completion of all task
force objectives.
Objectives
The Task Force was given a number of objectives to help them focus their efforts. The
objectives were followed in sequential order:
A. Education of the Task Force in pertinent traffic engineering and traffic calming
techniques
B. Investigation, evaluation and establishment of community needs and goals
C. Evaluation of modal volume and accident history data
A. Identify the stakeholders within the study area of study and determine
their related concerns and values.
B. Define what factors represent a livable neighborhood community for these
stakeholders.
C. Inventory the livability factors present and absent within the area of study.
D. Identify the requirements of an effective street network in the City of
Arcata.
E. Inventory the network requirements present and absent within the area of
study.
F. Obtain community consensus on the achievable actions or improvements
necessary to provide balance between an effective street network and
livable neighborhoods.
D. Develop various alternatives with evaluation of their economic and practical
restraints and opportunities
E. Selection and recommendation to City Council of the preferred project
F. Task force disbands
THE TASK FORCE - How it really happened
Appointment of the members
There were relative few applicants for the public appointments to the Task Force. Most
of these applicants already had set agendas and had spoken at most of the prior public
hearings. The City Council did interview each applicant before making their final
selection. The Task Force would be a very polarized group. Staff was given a handful.
Data Collection
The Department of Public Works began aggressive traffic counts in April and May of
1998 while both the University and High School were session. An ADT count was
obtained for nearly every street link, with AM and PM Peak Hour Trips (PHT) counted
on every other link. With limited resources, tube counters were used for the ADT counts
while Numetric 30x Card Counters provided the PHT counts. Average PHT volumes
were calculated for the links where we used the tube counters.
Accident data for the prior three years was gleaned from our current database. We
combined this data with the traffic count data to calculate accidents per million vehicles
entering.
The City of Arcata has an excellent Geographic Information system (GIS), so we used
ArcVIEW to spatially represent both traffic volume and accident rates. Varying the width
of each street link in relation to the volume graphically displayed traffic flows. Separate
views were prepared for ADT, AMPHT and PMPHT. Accidents per year and per million
vehicles entering were represented with various sized dots at the intersections.
The traffic and accident data was provided to the committee in both graphical and
tabular form. We were very happy with how the Task Force received these exhibits.
The ArcVIEW presentations provided the Task Force with a dynamic overview of the
area and the tabular information was referred to often as their deliberation progressed.
Examples of ArcView Maps
Traffic Engineering 101
Traffic Task Force began meeting twice per month beginning in June 1998. At the first
meeting, introductions were made and a chair and vice-chair were selected. The
elected chairperson was the Planning Commission representative. He brought to the
task force a great deal of experience in running public meetings.
Each task force member was provided with a "Committee Syllabus". This 3-ring binder
contained all appropriate background materials; membership addresses and phone
numbers; and task force policies and procedures. A nice binder goes a long way as this
binder proved to be a real hit. It let the task force know that I was taking them seriously.
See ExhibitA. A copy of this syllabus was placed in our local library so those interested
neighbors could keep informed. This binder was routinely kept current by public works
staff. The task force reviewed the proposed work plan and committed themselves to the
proposed schedule.
Information was passed out to the task force only as they were trained. There was no
need to distract them since the first few meetings were to be a fast traffic management
seminar. The Task force was first trained in the 3-E's of traffic management, basic
traffic engineering concepts and in traffic calming methods. See Exhibit B. Numerous
other sources were then used to provide a comprehensive and effective guidance in
layman's terms.
Most of this information was taken from the "Neighborhood Traffic Management and
Calming Program" from the of City of San Buenaventura dated June 1997. There is no
need to reinvent the wheel as long as credit is given where credit is due. Only minor
editing of the San Buenaventura program was necessary to tailor it to the needs of a
small community like Arcata.
The portions of the "Neighborhood Traffic Management and Calming Program" that
were most helpful included:
Traffic Calming Concepts, Exhibit C
Neighborhood ~Traffic Management and Calming, a matrix
showing the relative strengths and weaknesses of each method
· Detailed Descriptions of Neighborhood Traffic Calming Options,
full explanations with pictures and drawings- Exhibit D
Subsequent meetings were spent reviewing a host of other data that influence
engineering decisions. These included:
· traffic counts - ADT, PMPHT, AMPHT, turning movements, schools in and
out of session
· accident data - total accidents per intersection, accidents/million vehicles
· bus, truck and bicycle routes
Identifying the Shareholders
The task force decided to hold a town meeting to bring out the neighborhood and
citywide stakeholders. Notices were inserted in the weekly newspaper and delivered
door to door. See Exhibit E. A survey was also distributed to the neighborhood. See
Exhibit F. This was not done in any scientific manner and served only to elicit
comments. There were approximately 60 responses to the survey.
The task force asked people to "speak their mind" and they came prepared. The
community was just as polarized as the task force and was even more doubtful that
their individual option would be heard, let alone recognized. One excellent product of
the town meeting was a "hot spot' map. This map graphically represented where there
were perceived speeding, congestion, accidents or miscellaneous quality of life
problems. Perception is the power of the problem. Staff anticipated that education
would improve perception and some problems would simply disappear, as some did.
Unfortunately, the town meeting was scheduled during the week that I was on a family
vacation, a poor choice of dates. Lacking the continuity of city staff, the meeting did not
achieve any sense of consensus building. In fact, the division between opposing
viewpoints deteriorated back to their original positions. A month of hard work on
teambuilding was destroyed. Two members of the task force submitted their
resignations and the project was on the verge of collapse. Fortunately, time healed
most wounds, resignations were withdrawn, a joint meeting with the City Council was
held and we were back on course. The moral of the story - a polarized task force will
require constant and considerate staff continuity.
Specific stakeholders were invited to a subsequent meeting. These included police and
fire departments, ambulance service, refuse collection, post office, city transit, school
district transit and the bicycle commuters club. A representative of each group
described their access needs through the neighborhood and answered many excellent
questions form the task force. This meeting was a watershed event for the task force.
Many members had preconceived options based on inaccurate assumptions. The
information provided by these stakeholders began the process where polarized
viewpoints began to meet in the middle.
Moving Towards Consensus
The task force decided that the study area was much too large to evaluate at one time.
Therefore they broke it up into three geographical sub-areas. This accomplished the
following:
· The neighborhood with the easiest problems was tackled first.
· Quick "victories" were obtained and the task force realized they could
cooperated and work together
· Staff could keep up with the task force in the preparation of maps,
exhibits and studies
· Common problems of speeding or congestion could be solved
separately
Using the Hot Spots map, the task force began their evaluation. First, they determined
whether the perceived problems required fixing or just public education. Once it was
decided to fix a problem, staff was asked to suggest methods form the "tool box." The
task force still found it difficult to independently sort for the proper tool. Occasionally, a
member would suggest "Let's put in stop signs everywhere" or "Let's just post every city
street for 25 mph." Over time, the task force itself would tell the member the error of his
ways. Staff became less of a teacher and more of a moderator and resource.
After solutions were identified for each location, the task force looked for continuity over
the entire sub-area. Network problems, such as trip diversion or emergency access,
were identified and the solutions were reconsidered. When all of the sub-areas were
completely analyzed, the entire study area was reevaluated for network problems.
The Recommended Plan
After 10 months of work and nearly two dozen meetings, I left the City as it's Assistant
City Engineer. However, the task force's work was already complete. The Chairman
took over the task of preparing the final report that was presented to the City Council in
April of 1999.
The report reveals their efforts to conceive cost-effective solutions. Where the ultimate
solution might require a large capital investment, they proposed one or two Iow cost
alternatives to try first. A number of projects are Iow cost and easily implemented. It
will be up to the Department of Public Works to prioritize these projects and incorporate
them into its maintenance program. Some of the projects will be incorporated as
mitigation for the 14th Street Project. The Council did vote to permanently close the
street.
The more expensive projects will require capital budgeting. The City of Aroata just
happens to be updating its General Plan, including a new Transportation Element. It is
anticipated that these costly projects will be incorporated the Element as mitigation
measures of growth. A Transportation Management Program will prioritize and
construct these projects as the city grows over the next 20 years. Funding will be
derived from development fees to be paid as a part of new construction within the City.
In Summary
After developing and administering a neighborhood traffic management task force, I
give you the following recommendations:
· Create a standing committee for your community, such as Transportation Safety
Committee to deal with transportation management. It is difficult enough to train
one group of eager citizens. Do not try it for every neighborhood in your
community.
· Keep your committee or task for well educated and informed. They can be your
best spokespeople. The community will take their option at face value while the
traffic engineer's opinion is considered suspect. And sometimes I agree.
· Stay in control of your task force. But don't look like you are. Traffic calming can
be intoxicating, until you try to pay for it.
· Keep your chairperson educated, informed and the one in charge. You can then
remain as the expert with few biases or preconceived notions (which you
obviously have anyway.)
· Lead them away from rabbit trails.
· When they think stop signs will solve it all, lead them back to traffic calming
concepts.
· Do not take vacations at the wrong time. Changing horses midstream can lead
to stampedes.
AUTHOR'S INFORMATION:
Brent C. Siemer, PE
formally the Assistant City Engineer for the City of Arcata, Cal/fornia
City Engineer/Public Works Director
City of Eureka
531 K Street
Eureka, CA 95501-1165
707-441-4189
707-441-4202 FAX
bsiemer@ eurekawebs.com
ENDNOTES:
1. City of San Buenaventura, Neighborhood Traffic Management and Calm/ng
Program. June 1997.
EXHIBIT "A"
CENTRAL ARCATA
TRAFFIC TASK FORC
COMMITTEE
SYLLABUS
EXHIBIT "B"
THE 3-E'S OF TRAFFIC MANAGEMENT
Effective traffic management incorporates Education, Engineering, and
Enforcement. These components are described below:
EDUCATION
Applies to all users of the roadway: motorists, cyclists, and
pedestrians, engineers, planners and police
Includes a thorough understanding of the rules of the road
Requires consistent public service announcements (PSA) on safety;
i.e. MADD, Buckle Up, etc.
Refresher courses for offenders
Comprehension of liability
Neighborhood consciousness
ENGINEERING
Studies and analysis of driver perception and reaction to the roadway
and its environment; i.e. speed, stopping distance, required gap and
accident history
Studies and analysis of vehicles
Design of roadways; i.e. horizontal alignment, vertical grade, cross
slope, widths, turn radii, lanes, merging, pavement material, drainage,
sidewalks, ADA, etc.
Transportation planning
ENFORCEMENT
Establishment of laws and ordinances
Police presence (halo effect)
Citation of offenders
Sobriety checkpoints
EXHIBIT "C"
Central Arcata Traffic Task Force
TRAFFIC CALMING CONCEPTS
(PORTIONS ONLY)
(Excerpted and amended from the City of Buenaventura "Neighborhood Traffic
Management and Calming Program" dated June 1997)
1.1
BACKGROUND
One of the most persistent and emotional complaints that the City receives is
speeding on residential streets. Each year numerous requests are received by
the Arcata City Public Works Department to study streets where residents have
concerns about excessive traffic speeds and/or volumes. A list of these locations
is provided in Attachment 1.
Proper street design is essential in encouraging lower speeds and maintaining
the integrity of residential neighborhoods. New streets are designed to minimize
through traffic in a neighborhood. Subdivisions are now designed to avoid long
straight stretches of streets in new residential areas. Long stretches of streets
encourage higher speeds. Existing residential streets with long stretches of more
than 1,000 feet are consistently complaining of higher speeds. Residential
streets carrying volumes of more than 1,000 vehicles per day are generally
considered unacceptable to adjacent residents.
Traffic Calming for Livable Neighborhoods
Traffic calming is the combination of both policies and measures that help
decrease the negative impacts to local streets and neighborhoods caused by
motor vehicles. Although traffic calming techniques did not begin to be readily
implemented in the United States until the 1980's, there are many examples that
already exist. In Europe and Australia, some of these same techniques have
been used long before the 1970's. Many of the successful techniques used there
are into their second and third generation. Their effectiveness has been proven
and many appear to be part of the original street design rather than as an
afterthought.
Traffic calming techniques were developed to reduce speeding problems and
heavy traffic flow on residential streets. By making some residential streets more
"calm" it makes the neighborhood more livable. Although "livable" in terms of a
neighborhood does not have a precise definition, a livable neighborhood can be
described as having the following characteristics:
· Ability to feel safe and secure,
· Opportunity to interact with neighbors,
· Ability to experience a sense of home and privacy, and
· A sense of community identification.
In essence, when a citizen calls to request a stop sign to slow traffic on their
street, they are requesting the city make their street more livable.
Because no single answer for the problem of speeding vehicles on residential
streets exists, many different traffic calming techniques have been developed.
These techniques range from the traditional, such as radar display boards and
selective police enforcement to non-traditional such as street chokers and
roundabouts. A discussion of all the techniques is found on the following pages.
A major component of introducing traffic calming techniques is a comprehensive
citizen education/participation campaign. A citizen education/participation
campaign encourages the neighborhood to take responsibility for the solution
too. Experience has shown that a majority of the speeding violations in the
residential area are from residents who live in the neighborhood.
2.1
2.3
Effectiveness of Traffic Calminq Devices
Physical actions such as the installation of speed humps, traffic circles, street
closures, etc. are almost always successful in forcing traffic to behave in an
intended fashion. In certain situations, they can achieve the desired result by
utilizing a one-time capital expenditure and generally Iow ongoing maintenance
costs. Levels 3 and 4 traffic calming actions are generally viewed as much more
"permanent" solutions than Levels I and 2 actions. In most instances the
alternative approach to the desired result involves repetitive and costly ongoing
Levels I and 2 traffic calming actions. There are significant potential benefits to
utilizing Levels 3 and 4 traffic calming actions, which is why some communities
have implemented Levels 3 and 4 actions and many other communities are
exploring their possible use.
Traffic Diversion
Another concern is that in many instances implementing traffic calming devices
would be likely to move the problem rather than solve the problem. In most
instances the placing of impediments on a particular neighborhood street may
merely dived some of all of that traffic to other neighborhood streets.
2.5
2.6
2.7
Considerations for Other Roadway Users
In addition to the safety concerns already discussed in this report, Levels 3 and 4
traffic calming actions can often have unintended negative safety impacts on
certain roadway users. They can result in worsening the situation for a range of
roadway users such as bicyclists, roller skaters, skate boarders, joggers,
pedestrians and parked cars.
Noise Impacts
The noise impact to adjacent residents resulting from vehicles braking, going
over and around traffic calming devices can have a major impact on the
acceptability of these devices by residents living closest to them. The unanimous
support of residents living immediately adjacent to locations where physical
changes are proposed will be essential to the success of any project.
Loss of Parkinq
It is often necessary to prohibit on-street parking in the immediate vicinity of the
intersection in order to accommodate the realigned vehicle path. There are also
significant on street parking impacts from several options in Levels 3 and 4.
2.9
2.10
Visual Impacts and Aesthetic Concerns
While some traffic calming devices can have favorable aesthetic impacts, others
can be, by their nature, unsightly. Devices such as speed humps and diverters
most often pose no opportunity for the incorporation of aesthetics and can have
negative visual impacts. Virtually all Level 3 and 4 traffic calming actions require
reflective devices, signs and striping which may negatively effect the aesthetics
of a neighborhood.
Increased Maintenance Costs
Street maintenance costs will increase in two areas. Landscaping associated
with such devices as traffic circles, chokers and slow points will require regular
maintenance. Devices such as speed humps will have to be reinstalled each
time a residential street is overlaid which will increase costs.
EXHIBIT "D"
DETAILED DESCRIPTIONS
OF
NEIGHBORHOOD TRAFFIC
OPTIONS MANAGEMENT AND
CALMING
(PORTIONS ONLY)
Excerpted and modified from the City of Buenaventura
Traffic Calming Program
1. Neighborhood Meeting
Description: Hold a neighborhood meeting at a time and location convenient for
residents to attend and express their concerns. The meeting would be used to clearly
identify the issues of concern.
Positive Aspects:
> Clearly identifies issues of concern.
> Allows all residents to air their views.
~> Establishes clear lines of communication between City staff and residents.
Negative Aspects:
;> Meetings have to be focused on specific issues and not allowed to become a
forum to address all the City's problems.
~> Potentially time consuming if meetings are repetitious and unproductive.
15. Gateways
Description: A special entrance feature, similar to a choker, which narrows a street at
the intersection in order to reduce width of the traveled-way. This is not a gate.
Chokers are usually located within the block or at intersections. Gateways are
considered more dramatic and provide identity to a neighborhood. The exact
configuration of the gateway treatment will depend upon the location of the gateway,
i.e., conflicts with driveways. Medians can also be added to street to slow turning
movements and enhance the street.
Positive Aspects: > Creates an identity to a neighborhood.
> Creates added streetscape area for landscaping or monuments.
> Can discourage truck entry.
> Allows signs to be placed closer to driver's cone of vision.
Negative Aspects: >. Can impede legitimate truck movements.
> Increased maintenance costs.
16. Chokers
Description: Narrowing of a street at an intersection, mid-block or a segment of a street
in order to reduce width of the traveled-way by construction of a wider sidewalk or
landscape strip.
Positive Aspects:
Slight slowing is normally the result.
Shorter pedestrian crossing distances and better motorist-pedestrian visibility of
each other.
Creates added streetscape area for pedestrians and/or landscaping
Can discourage truck entry.
Allows signs to be placed closer to driver's cone of vision.
Negative Aspects: ~ Potential obstacle for motorist to run into.
;> May impede bicycle mobility and safety.
~. May result in loss of curbside parking.
~. Can impede legitimate truck movements.
~. May require reworking of surface drainage.
17. Roundabout
Description: A small circular island placed in the center of an existing local street
intersection, thus creating a small "roundabout." Some may also refer to this device as
a traffic circle.
Positive Aspects: > A noticeable reduction in speeds.
> Reduces accident potential.
> Under certain conditions capacity can be increased.
> Can be used instead of stop signs.
Negative Aspects: > Required safety signing may detract from its aesthetic quality.
> Pedestrians and bicyclist must adjust to less traditional crossing patterns.
> Some parking may be lost on approaches to accommodate vehicles' deflected
paths.
> May increase accidents until drivers become accustomed to change.
EXHIBIT "E"
PUBLIC MEETING
The Central Arcata Traffic Task Force
invites you to
SPEAK YOUR MIND
Do you have a problem with traffic in Central Arcata Neighborhoods?
Are there intersections that concern you?
Is speeding a problem on your street?
Is there traffic congestion in your neighborhood?
Help us identify "Hot Spots" in the Central Arcata neighborhoods.
When:
7:00 PM- 9:00 PM
Wednesday, August 12,
1998
Where:
Veterans Hall
Comer of J and 14th Streets
For information call:
Arcata Department of Public Works
822-5957
EXHIBIT "F"
Central Arcata Traffic Task Force Survey
1. Do you live in the Traffic Study Area?
Homeowner Renter
2. Do you work in the Traffic Study Area?
Business owner Employee
3. Whether or not you live in the Traffic Study Area, what is your main mode of transportation
while in the Study Area?
Automobile Bicycle
Walking Bus
4. What is your typical destination when traveling in the Traffic Study Area?
Retail Business HSU
Arcata High School Residences
Other
5. Which streets do you typically use when traveling through the Traffic Study Area?
Alliance Road North/South
G & H Streets North/South
Sunset-Foster East/West
14 th Street East/West (before closure)
11 th Street EastJWest
Other
6. Are there intersections in the Traffic Study Area that concern you?
7. Is speeding a problem anywhere in the Traffic Study Area?
8. Are there areas that experience traffic congestion regularly in the Traffic Study Area?
9. What traffic problems, if any do you know Of in the Traffic Study Area?
10. What would you like City Hall to do about these problems?
Please fill in your name, address and phone number, then fold in half, tape together, affix postage and mail to the
City of Arcata. Thanks for your cooperation!
To: Pat Klaers
From: Chief West - Elk River Fire, Assistant Chief Beahen - Elk River Police
Date: .luly 19, 2000
Re: Auburn Cul-de-dac
Chief West and I have reviewed the request to cul-de-sac the street on Auburn north of 195m.
We have reviewed plat maps for the future developments on either side of Auburn, and are
very concerned that closing this street will have a major impact on the public safety response.
There are currently three ways to access the north side of the Hillside Development. The most
western route is either up Hwy. 169 or Evans to :197m and then east to Hillside. The second
middle route is 193rd to Auburn and then north on Auburn Street. The eastern route is Cry. Rd.
:13 to Tyler and then west to Hillside. There are no other access roads at this time.
The two adjoining future developments to the west and east still offer no access roads to the
north side of Hillside. The development directly behind Menard's will have a series of roads that
interconnect and will tie into the north side of Hillside. These roads however are short and
connected by a series of winding intersections. Tt would not be a route that police or fire would
choose for response to a call anywhere north of that immediate area~
The development to the east would present a faster way to access Tyler Street for access to
:198m. The development is currently blocked however from reaching Tyler by a 40-acre parcel of
private property that exists between the east-side of the last Hillside tract and Tyler Street. This
is another quarter mile of road that will not exist for some time taking this access route out of
the picture.
The fact remains; Auburn unfortunately, is our most logical through street for emergency
response to the north side of that entire development. Closing this road without another means
of quick travel will impede the response of emergency vehicles, and should not be allowed.
The most major influencing factor in that point is the lack of access to Tyler from any area
south of 198m and north of 5m Street. Personnel who are in the area of any of the residential
developments north of Elk Hills, would have a very difficult time responding north if Auburn was
closed.
I have measured the response times from several areas to illustrate these points. All driving
was done at the posted speed limits and obeying all posted traffic signs or devices.
Starting Point Ending Point Mileage Time
193rd and Evans 196m and Zane
(Using Auburn as the route north)
1934 and Evans 196th and Zane
(Using Evans as the route north)
.75 miles
1.5 miles
1.5 minutes
3.25 minutes
193trd and Evans 196th and Zane
(Using Hwy. 169 as the route north)
5th and Dodge
(Using Cty. :~3 and Tyler)
1.8 miles 3.40 minutes
196th and Zane' 2.4 miles 4.5 minutes
5~ and Dodge 196~ and Zane
(Using Dodge and Auburn Street)
1.7 miles 3.5 minutes
One or two minutes longer to respond to a call may not seem like much, but when a life is on
the line - it may make all the difference in the world. You also have to take into account that ]:
chose a staring and ending point that were pretty direct. Had T been off the beaten path or in
an area that required crossing additional heavy traffic the difference would have been much
greater. Tt was also measured during non-peak traffic hours with clear and warm weather. Rain,
snow and hours of darkness would also have impact on these travel times.
The shortest distance between two points is the straightest line we can draw or drive on.
Without close and accessible north/south roadways, closing Auburn would not be supported by
eithe~ the police or fire departments.
Submitted by:
.leffrey Beahen
Assistant Chief of Police
Bruce West
Elk River Fire Chief
MEMO
To:
From:
Subject:
Date:
Terry Maurer, P.E.
Kevin Pape, AICP
Results of Hillside Estates O/D
survey (#806610J-0325)
July 20, 2000
R. Green Co ny
Purpose and Background
The purpose of this memorandum is to document the results of the Hillside Estates origin-
destination (O/D) study. The study was completed in order to estimate how many vehicles
travel or "cut through" the neighborhood to get to and from TH 169. Some residents of the area
have expressed concern over what they believe to be a large number of vehicles using the
neighborhood streets as a shortcut. The roads which comprise the primary route of travel
through the subdivision are 193r~ Avenue, ^ubum Street, and Wilson Street.
Methodology
The O/D study was completed by recording the license plates of vehicles entering and exiting
the subdivision at its two major access points. The first access point is the east leg of the
intersection of 193rd Avenue with Dodge Street. The second access point is the south leg of the
intersection of 197th Avenue with Wilson Street. On Tuesday, July 18th between 2:45 PM and
6:15 PM, the plate numbers of vehicles passing each of these points in both directions was
recorded along with the exact time of day they were seen. The study was conducted during an
evening weekday pedod because existing traffic counts indicated that the peak traffic conditions
typically occur dudng this time. The data collected from the two stations were compared against
one another to see how many vehicles were spotted at both locations. Even though the travel
time between the two locations is approximately 3 to 4 minutes, vehicles were allowed up to 12
minutes to travel between the two spots in order to be counted as a through tdp.
Results
The following list summarizes the number of vehicles recorded at each access point by
direction:
· Station 1 - 193rd Ave (east leg) Eastbound: 197 vehicles
Station 1 - 193rd Ave (east leg) Westbound: 112 vehicles
· Station 2 - Wilson St (south leg) Northbound: 73 vehicles
· Station 2-Wilson St (south leg) Southbound: 61 vehicles
The directional split of the traffic volumes at Station I (193rd Ave) indicate an orientation away
from TH 169 and into the subdivision. This orientation is much less pronounced at Station 2
(Wilson St). This directional orientation is not surprising given drivers are likely headed from
work to home.
Terry Maurer
July 20, 2000
Page 2 of 2
The license numbers of eastbound vehicles seen at Station I were compared to the license
numbers of northbound vehicles seen at Station 2. A total of 25 vehicles were seen at both
locations traveling EB/NB within the given time criteria. In the reverse direction (from Wilson St
southbound to 193rd Ave westbound), a total of 11 vehicles were seen at both locations. As a
percentage, about 11.5% of the vehicles on the east leg of 193rd Ave/Dodge St intersection are
traveling through the subdivision to and from the Wilson Street access point.
Vehicle counts collected at Station 1 indicate that daily traffic volumes on 193rd Avenue east of
Dodge Street are approximately 1,350 vehicles per day. At the Wilson Street location, the daily
volume is approximately 700 vehicles per day. Based on these daily totals and the number of
through trips surveyed, it is estimated that about 150 to 160 vehicles travel through the
subdivision on a typical weekday. This is likely a worst-case scenario given that the lessening
of congestion during the off-peak periods most likely makes the subdivision shortcut less
appealing to ddvers during that time. Assuming that all of these through tdps occur dudng a 12-
hour pedod of a typical weekday, one vehicle would travel through the subdivision every 4.5
minutes, on average. During the survey, most of the vehicles traveling through the subdivision
did so between 4:30 PM and 6:00 PM. Therefore, during this time period, one vehicle traveled
through the subdivision every 3 minutes.
Conclusions
According to the report titled Residential Street Design and Traffic Control by the Institute of
Transportation Engineers (ITE), local streets such as 193rd Avenue, Auburn Street, and Wilson
Street through Hillside Estates should have a primary function of providing access to residences
adjacent to the roadway versus providing for through vehicle movement. However, it is
acceptable to provide a Iow level of through movement along local streets. Based on past
experience and the guidance provided by (ITE), the level of through traffic on these roadways
does not appear to be high enough to warrant removing or deterring through traffic. Also, speed
studies conducted in the area indicate that speeding is not a major problem.
If Aubum Street were made into a cul-de-sac in order to remove through tdps, the traffic
volumes on the roadways studied would not be greatly reduced. This is especially true for 193r~
Avenue which also serves as an east-west collector for the subdivision. At this time, traffic on
this roadway is being generated primarily by the residents traveling to and from TH 169 and
adjacent development. This residential traffic on 193rd Avenue will most likely grow as the
subdivision develops to the east regardless if Aubum Street is made into a cul-de-sac. In
addition, if Auburn Street was closed off, emergency vehicles would have fewer travel options
through the area. To summarize, based on the information examined, the magnitude of through
traffic in Hillside Estates does not appear to be unusual or problematic. If you have any
questions or concerns about this memorandum, please feel free to call me (651) 644-4389.
kp/
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