[Added 2-10-1999 by L.L. No. 1-1999]
As used in this article, the following terms
shall have the meanings indicated:
Areas of raised pavement constructed or placed in, on and
across a roadway. Speed humps are a roadway geometric design feature
whose primary purpose is to reduce vehicular traffic speed along a
roadway. Speed humps shall consist of deflections in the paved roadway
surface for a uniformly varying height to a maximum of 2 5/8 inches
plus or minus 1/8 inch over a twelve-foot long base. The construction
markings and warning signs of the speed humps shall comply with standards
developed by the Town of Rotterdam Department of Public Works and
the Institute of Transportation Engineers.
A.
Requests for speed humps are to be proposed by written
documentation which demonstrates substantial interest on the specific
street being considered. A petition bearing the names, addresses and
telephone numbers of the residents and business owners abutting a
specific street will be considered for speed humps. The petition area
consists of the entire length of a street in which speed humps are
proposed to be located.
B.
Only one signature per residence and business is allowed.
The petition shall include a printed name, signature and address for
each person signing and the name of a contact person. When the petition
is submitted to the Rotterdam Police Department, the person indicated
as the contact person for the neighborhood on the petition will be
sent a letter confirming receipt of the petition. The letter will
indicate any additional procedures required for consideration of speed
hump installation.
A.
The Rotterdam Police Department will conduct a survey
on the specific street in question. A survey will be considered acceptable
with signatures of at least 60% of the residences and businesses in
the petition area represented on it, and in favor of the proposed
speed hump installation.
B.
Proposed speed hump installations will be reviewed
by the police, fire, ambulance and other emergency service departments,
as well as the Department of Public Works and the Highway Department.
Comments received will be fully considered in the decision-making
process.
C.
Notice of meetings. Public information meeting(s)
and hearing(s) will be conducted to obtain input from the community
prior to speed hump installations. Comments received will be fully
considered in the decision-making process. Notice of public hearing(s)
will be published to notify all residents and businesses along the
impact area, which includes the petition area and any adjacent neighborhoods.
Notice will be distributed to the newspaper 10 days prior to the public
hearing(s).
D.
Notice to petitioners. Following the completion of the engineering study, per § 266-69, public information meeting(s) and hearing(s), the Town will distribute a notice to the contact person of the petition area indicating the results and recommendations.
E.
If speed humps are approved for installation by the
Town Board, plans will be developed for proper installation in conjunction
with the Highway Department.
A.
Traffic volume data will be collected in a seven-day
period on the street where the speed humps are requested and any other
side street where the installation of speed humps would be affected.
B.
Speed data. Spot data will be collected. The minimum
sample size is 100 vehicles. The average and 85th percentile speed
will be determined and combined for both directions.
C.
Number of travel lanes and width of roadway will be
determined.
D.
The condition of the pavement and drainage qualities
will be evaluated.
E.
The grade of the street will be determined.
F.
The severity of the horizontal and vertical curves
will be determined.
G.
The stopping sight distance will be determined.
H.
Vehicular and pedestrian traffic accidents for the
last five years will be obtained.
A.
Speed humps should be considered only to address documented
safety or traffic concerns supported by traffic engineering and police
studies, and after consideration of alternative traffic control measures.
B.
Since speed humps may divert traffic to other street
facilities, an estimate of the amount and location of that diversion
should be made so that the potential impacts of the proposed humps
can be fully considered. If humps are expected to create equal or
greater traffic problems on another residential street, they should
not be installed.
D.
Speed humps should be considered only on streets with
no more than two travel lanes, or where the overall pavement width
is not greater than 40 feet. In addition, the pavement should have
good surface and drainage qualities.
E.
Speed humps should be considered only for use on streets
with grades of 6% or less approaching the hump. When installed on
streets with significant down grades, special care should be taken
to ensure that vehicles will not approach the humps at excessive speed.
F.
Speed humps should not be considered within severe
horizontal or vertical curves that might result in substantial lateral
or vertical forces on a vehicle traversing the hump. Humps should
be avoided within horizontal curves of less than 300 feet center-line
radius and on vertical curves with less than the minimum safe stopping
sight distance. If possible, humps should be located on tangent rather
than curve sections.
G.
Speed humps should be considered only where the minimum
safe stopping sight distance [as defined in the American Association
of State Highway and Transportation Officials' (ASHTO's) "A Policy
on Geometric Design of Streets"] can be provided.
H.
Speed humps should be considered only on streets where
the posted speed limit is 30 miles per hour or less. Speed humps should
be considered if, based upon a speed study, a minimum of 40% of the
motorists on the street exceed the speed limit and/or the 85th percentile
speed is 10 miles per hour or more than the posted speed limit.
I.
Speed humps should typically be installed only on
streets with an average daily traffic volume of 3,500 vehicles or
less. In addition, streets should have a minimum average daily volume
of 500 vehicles for speed hump consideration.
J.
Accident analysis should be performed to determine
the average accident rate in the five previous calendar years, plus
any of the current year for which accident data is available.
K.
When installed to address documented or anticipated
vehicle or pedestrian accidents, the causes of those accidents should
be susceptible to correction by speed humps. Proposed speed hump locations
should be evaluated to determine that such an installation will not
introduce increased accident potential for the subject street.
L.
Speed humps should not generally be considered on
streets that are defined or used as primary or routine emergency vehicle
access routes.
M.
Speed humps should not generally be considered along
streets with established transit routes.
N.
In the event that several requests for speed humps
are considered at a given time, those with the greatest incident of
reported accidents involving excessive speed, and those locations
with the highest volume of traffic, should be given the highest priority.
A.
Removal of speed humps should be considered only after
an adequate review period and subsequent analysis has been performed
to determine the traffic characteristics along the route and the impacts
to the remaining street system.
B.
The Rotterdam Police Department will conduct a survey
on the specific street in question to verify the request. A survey
result with signatures of at least 60% of the residences and businesses
in the petition area represented on it, and in favor of removal of
the speed hump, will initiate the request. The request will be followed
by a coordinated review by the police, fire, ambulance and other emergency
departments, as well as the Department of Public Works and the Highway
Department. Based on this coordinated review, a recommendation will
be forwarded to the Town Board.
C.
Town Board approval to rescind the resolution will
follow appropriate procedures.
The design and construction of speed humps will
be provided in accordance with "Guidelines for the Design and Application
of Speed Humps," prepared by the Institute of Transportation Engineers,
in conjunction with good engineering practice.
A.
Immediately after speed hump installation, and at
selected times thereafter, observation will be made to determine motorists'
behavior patterns and any unusual operating conditions, including
pedestrian, bicycle and social activities.
B.
After installation, speed studies will be performed
to determine their impact on vehicle operating speeds.
C.
Traffic volume counts, after installation, will be
made on the subject street and on those other streets where traffic
diversion may be expected.
D.
Both intersection turning movement and twenty-four-hour
volume counts may be needed to quantify these impacts.
E.
Studies may be desirable after hump installation to
determine if the speed humps have impacted the compliance rate of
affected stop sign locations. Increased violation rates should be
considered in speed hump evaluations and selective enforcement may
be necessary to address the problem.
F.
An accident analysis will be performed to determine
if accident trends in the affected area have been noticeably impacted
by the speed hump installation.
[Added 9-22-1999 by L.L. No. 14-1999]
In accordance with the provisions of Chapter 266, speed humps are established on the following streets:
|
Name of Street
|
Number of Speed Humps
|
|---|---|
|
Argo Boulevard
|
3
|
|
Becker Crossing
[Added 10-11-2000 by L.L. No. 20-2000] |
4
|
