ADMINISTRATIVE REPORT
Date: March 20, 2003
Author/Local:D.Rawsthorne/7343
RTS No. 3174
CC File No.5757
T&T: April 8, 2003
TO: |
Standing Committee on Transportation and Traffic |
FROM: |
General Manager of Engineering Services |
SUBJECT: |
Annual Speed Hump Installation Program, 2003 |
RECOMMENDATION
A. THAT speed humps be installed on the local, residential streets specified in this report subject to approval from a resident survey, with funding of $180,000 provided in advance of the 2003 Streets Basic Capital Budget, from submission A-5a: Local Area Traffic Plans and Other Improvements.
B. THAT commencing in 2004, the Traffic Operating Budget be increased by $4,000, subject to review as part of the 2004 Operating Budget.
POLICY
On November 2, 1999, Council approved an annual speed hump installation program that would identify the highest ranking local, residential street segments for speed hump installation.
PURPOSE
This report seeks approval and funding for the fourth Annual Speed Hump Installation Program. It identifies the proposed speed humps locations and outlines a method for public consultation.
BACKGROUND
In 1999 the City completed the Speed Hump Pilot Project. The results of the pilot project indicate that speed humps are an effective device for decreasing speeds on local residential streets while not diverting traffic to other streets.
In May 2000 and April 2001, Council approved the installation of speed humps on 31 street segments throughout the city. These speed humps were installed during the summer of 2001. In April 2002, Council approved the installation of speed humps on 40 street segments, which were installed during the summer of 2002.
In order to choose the streets to receive speed humps, an objective scoring calculation was used, adapted from a successful program in Portland, Oregon (see Appendix A). This calculation was approved by Council in November 1999 and used to identify the priority, or top ranked, streets for speed hump installation. The calculation considers the number and speed of vehicles using the block, as well as special attributes of the street, such as nearby pedestrian generators or its status as a greenway or bikeway. The speed measure used is the 85th percentile speed.
There are two designs used for speed humps on local streets (see Appendix B), one for 30 km/h speed zones and another for 40 km/h speed zones. The latter reflects the City's intention to lower the speed limit on local, residential streets from 50 km/h to 40 km/h. The main difference between the humps is their length, as the 40 km/h hump is designed to be more gradual. The two hump types are also designed to be installed at different intervals along the street, with more frequent humps on lower speed streets.
Prior to and following the installation of speed humps in 2001, traffic was monitored on the street segments which received speed humps, as well as on adjacent streets. In every location where speed humps were installed, speeds were reduced. A typical school or playground zone which previously had an 85th percentile speed over 50 km/h has seen this reduced to between 30 and 40 km/h. Residential streets which had 85th percentile speeds over 60 km/h now experience speeds between 40 and 50 km/h.
Diversion of traffic to adjacent residential streets is often a concern when implementing traffic calming measures. Traffic data collected before and after the installation of approximately 130 speed humps in 2001 show that, in the vast majority of applications, speed humps produce no appreciable diversion of traffic to adjacent streets.
DISCUSSION
30 street segments are being recommended for speed hump installation this year. Of these segments, 13 are adjacent to parks, 15 are in school zones and two are on existing or proposed bike routes. 26 segments are in 30 km/h school or playground zones. Table 1 on the following page lists the street segments with information about their ranking and the approximate number of humps to be installed.
Three highly ranked street segments, on Muirfield Drive, on Adanac Street and on Wellington Avenue, are not on this list. They are all on a transit routes. Staff are consulting with Translink to develop traffic calming treatments which will be compatible with transit vehicle operation.
Four highly ranked street segments near Fire Halls have been omitted from the list of recommended sites at the request of Fire and Rescue Services. These streets receive frequent use by emergency vehicles and the installation of speed humps would interfere with timely response to emergencies. These street segments are on Nelson Street near Fire Hall No. 6, on Cartier and Hudson Streets near Fire Hall No. 18, and on East 37th Avenue near Fire Hall No. 20.
Six other street segments which rank among the proposed speed hump locations are not included in this proposal. The traffic calming warranted in these locations is being addressed by other neighbourhood traffic calming or Greenways programs.
Experience shows that speed humps rarely produce significant diversion of traffic to adjacent streets. However, staff recommend that traffic volumes be monitored before the installation of speed humps and that they report back in the case that diversion of traffic is observed.
Recently, staff have had a number of inquiries regarding the viability of bicycle slots in speed humps. The merits of such a feature in were reviewed in consultation with the Bicycle Advisory Committee. The Advisory Committee has endorsed the current design, and recommended against making any changes such as adding slots. Bicycle are not recommended for the following reasons:
· slots would provide no appreciable benefit to cyclists travelling below 30 km/h
· slots may attract some drivers to swerve into the slot to mitigate the effect of the hump
· slots would be difficult to see at night
· slots may accumulate debris and become a safety hazard to cyclists
|
Street Segment |
Score |
85th % Speed
|
Design Speed (km/h) |
Est. Traffic Volume
|
Est. No. Speed Humps |
Balsam, W 51st to SW Marine |
141 |
58 |
30 |
400 |
3 |
Tisdall, W 46th to W 49th |
138 |
55 |
30 |
1300 |
4 |
East 27th, Sidney to Gladstone |
117 |
52 |
30 |
400 |
2 |
Laburnum, W 37th to W 39th |
115 |
56 |
30 |
500 |
3 |
East 39th, Prince Albert to Windsor |
112 |
54 |
30 |
1400 |
3 |
Saint Catherines, E 31st to E 33rd |
108 |
51 |
30 |
800 |
3 |
Vanness, Gladstone to Brant |
101 |
57 |
40 |
3400 |
3 |
Willow, W 33rd to W 35th |
101 |
51 |
30 |
1200 |
3 |
Nootka, E 17th to E 19th |
99 |
50 |
30 |
1700 |
3 |
Fleming, E 27th to E 29th |
96 |
53 |
30 |
200 |
2 |
Valley, W 23rd to Oliver |
94 |
51 |
30 |
1100 |
3 |
East 22nd, Welwyn to Commercial |
93 |
48 |
30 |
3400 |
2 |
Vivian, E 57th to Lynbrook |
93 |
50 |
30 |
2200 |
2 |
New Brighton |
90 |
52 |
30 |
1700 |
4 |
West 19th, Willow to Heather |
88 |
49 |
30 |
700 |
2 |
West 53rd, Blenheim to Carnarvon |
87 |
52 |
30 |
400 |
6 |
Valley, McBain to McMullen |
84 |
48 |
30 |
2000 |
2 |
West Broadway, Wallace to Highbury |
83 |
50 |
30 |
2400 |
4 |
East 2nd, Penticton to Slocan |
82 |
49 |
30 |
900 |
2 |
East 3rd, Windemere to Renfrew |
81 |
49 |
30 |
500 |
3 |
Heather, W 54th to W 57th |
80 |
49 |
30 |
2000 |
3 |
Dumfries, E 27th to E 29th |
80 |
51 |
30 |
500 |
2 |
Park, Oak to Fremlin |
80 |
48 |
30 |
1300 |
3 |
East 2nd, McLean to Woodland |
79 |
49 |
30 |
1000 |
2 |
Blake, Chamlpain to Matheson |
78 |
46 |
30 |
2700 |
2 |
East 47th, Prince Edward to Saint George |
78 |
51 |
30 |
700 |
3 |
Adera, W 61st to w 62nd |
77 |
47 |
30 |
1000 |
2 |
Balaclava, W 53rd to W 55th |
76 |
49 |
30 |
400 |
3 |
Cambridge, Kaslo to Renfrew |
75 |
48 |
30 |
1500 |
2 |
East Kent North, Kerr to Kinross |
n/a |
75 |
50 |
800 |
4 |
Table 1: Proposed Speed Humps Locations
CONSULTATION
Resident consultation and subsequent approval is an important part of the Speed Hump program. Staff propose that all residents living on the same street segments as the proposed speed humps be surveyed for their opinions. The surveys would ask two questions (see Appendix C for an example) about whether the residents feel that there is a speeding problem on their street and whether they approve of speed humps. Installation of speed humps on each street segment will be subject to a survey response rate greater than 30% and anapproval rate greater than 50%. Staff recommend that speed humps be installed on all of the proposed streets that meet these criteria and that staff report back on any locations that do not for further consideration.
Of the more than 40 residential blocks which were surveyed as part of the 2000 and 2001 Speed Hump Programs, only one did not support the installation of speed humps. Adjacent blocks of this same street did approve speed hump installation. In 2002, four of forty surveys failed to receive support for speed hump installation. Only one of these four was adjacent to a school or park. This location and neighbouring streets are currently the subject of a more extensive traffic calming study.
FINANCIAL IMPLICATIONS
The estimated capital cost of installing speed humps, as specified in this report, is $180,000 for the 30 proposed locations. This includes $100,000 for the construction of the asphalt humps, $70,000 for paint markings and warning signs, and $10,000 for traffic monitoring and public consultation. Funding is to be provided in advance of the 2003 Streets Basic Capital Budget, from submission A-5a: Local Area Traffic Plans and Other Improvements.
In addition to the capital costs for this project there will be maintenance costs associated with the signing and paint marking of the speed humps. Staff recommend that the Traffic Operating Budget be increased by $4,000 per annum, subject to review in the 2004 budget process.
CONCLUSION
Speed humps are an effective means by which to slow vehicles on local streets and the locations identified in this report are the highest ranking, highest priority locations, in accordance with the ranking system approved by Council in November 1999. Staff recommend that speed humps be installed in 30 locations, subject to resident approval. Staff will report back on any locations that are not approved by the survey and will monitor traffic on subject and adjacent streets.
* * * * *
APPENDIX A - SPEED HUMP SAMPLE SCORE CALCULATION
Vanness Avenue 3400 block
Raw Data
Sample size = 98 vehicle speeds
Average Daily Traffic (ADT) volume = 3000 ADT
85th percentile speed (calculated) = 52.2 km/h
Design speed limit = 40 km/h
Description Points
Primary Score
Speed Points:
Assign 3 points for each km/h in excess of 8 km/h over the design speed
(max. 50 points) (52.2 - (40 + 8)) x 3 = 12
Volume Points (ADT/100 = 3000/100) = 30
Subtotal = 42
Is the Primary Score greater than 40?
|
Secondary Score
Additional Speed Points for excessive speed (based on percentage of
vehicles travelling over 16 km/h beyond the design speed of the hump
i.e. percent travelling>40 + 16 km/h = 56km/h) : 8% = 8
Score 5 points for each school zone (maximum 10) 0
Score 5 points for each pedestrian generator (maximum 15) 10
Count SkyTrain Station/bus loop and retail area as two ped generators
Score 5 points if adjacent to a Greenway (is part of the BC Parkway) 5
Score 5 points if the street segment is part of a Bikeway 5
Score 5 points if the street segment lacks a continuous sidewalk 5
Subtotal = 33
TOTAL SCORE (Primary + Secondary) = 75
APPENDIX B - SPEED HUMP DESIGNS
APPENDIX C - SAMPLE RESIDENT SURVEY
City of Vancouver Survey
Speed Hump Program
City of Vancouver May 2001
Dear Resident:
This survey seeks your opinion of vehicle speed on your street and whether or not you approve of the installation of speed humps.
Speed humps are proven as an effective means by which to decrease vehicle speeds on local, residential streets. In response to a neighbourhood complaint about speeds on your street, the City has taken field measurements and confirmed that vehicle speeds are high on your street and that your street is a good candidate for speed humps. City Council has therefore approved speed humps for your street, subject to your approval.
At least 30% of the residences on your street must respond to this survey and 50% of the responses must support the installation of speed humps. Should you approve speed humps, you can expect them to be placed 50-70 m (160-230 ft) apart. They should not affect parking. A typical design showing the dimensions of the humps is shown on the reverse side of this letter, for your information.
The Speed Hump Program is funded by the City of Vancouver's capital budget and will not increase your taxes.
Please give this survey your consideration and return it in the addressed, postage paid envelope provided by May 31, 2002. Alternatively, you may fax the completed survey to 871-6192. Your name and address must be included on the survey in order to validate your response; however, individual replies will be kept confidential.
The results of this survey will determine whether speed humps will be installed on your street. If you have any questions about speed humps in general, or how they will be installed on your street, please call me at 873-7343 or e-mail me at david_rawsthorne@city.vancouver.bc.ca.
Yours truly,
David Rawsthorne, P.Eng.
Neighbourhood Transportation Branch