Traffic Calming Study. Town of Avon, Indiana. July 2017

Transcription

1 Traffic Calming Study Town of Avon, Indiana July 2017 Timber Bend Subdivision Catalpa Drive GRW Engineers, Inc Waldemar Drive, Indianapolis, IN Telephone: 317/ /

2 TRAFFIC CALMING STUDY Town of Avon Timber Bend Subdivision Catalpa Drive July 2017 Table of Contents Background and Introduction... 4 Purpose of Traffic Investigation... 4 Problems Identified by Neighborhood... 6 Figure 1 Location of Petitioners... 6 Existing Conditions... 7 Figure 2. Existing Traffic Control Devices... 8 Figure 3. Traffic Monitoring Locations... 9 Traffic Monitoring Table 1 - Traffic Data Summary Site Observations Table 2 Site Observations Site Photographs Accident and Safety Analysis Figure 4. Five Year Accident Report Map Accident Analysis Assessment for Appropriate and Warranted Traffic Calming Measures Assessment Overview Table 3. Traffic Calming Criterion Assessment Public Safety Issues Comments on Appropriate Calming Measures to Consider Remediation Alternatives Considered Figure 5 Concept for Speed Humps on Catalpa Drive Figure 6 Concepts for Traffic Circle and Crosswalk at Catalpa Drive and Leaf Lane Figure 7 Concept for Stop Bar and Pedestrian Crosswalk at Subdivision Entrance Recommended Alternative and Estimated Cost Implementation Plan Directly Affected Areas Figure 8: Directly Affected Area Catalpa Drive Speed Humps Neighborhood Survey Requirements Traffic Calming Study Timber Bend Subdivision Catalpa Drive 2 of 59

3 Appendix A - Town of Avon Traffic Calming Policy I PURPOSE OF TRAFFIC CALMING POLICY II IMPLEMENTATION TEAM Definition of Terms III. DESCRIPTION OF ALTERNATIVE MEASURES IV REFERENCES Appendix B ITE Traffic Calming Measures Reference Traffic Calming Measures - Speed Hump Traffic Calming Measures - Neighborhood Traffic Circle Appendix C Neighborhood Petition Appendix D Traffic Data Appendix E Five Year Accident Data GRW File Path and Name: G:\4234-Avon PW\Dept Folders\Civil\Traffic Calming Reviews\TimberBend-Catalpa Drive\Timber_Bend_Traffic_Calming_Report_Final_Draft docx Traffic Calming Study Timber Bend Subdivision Catalpa Drive 3 of 59

4 Background and Introduction Purpose of Traffic Investigation The Town of Avon administers a Neighborhood Traffic Calming Policy, included here as Appendix A. The policy, initially approved in 2006 and amended in 2013 and 2016, defines traffic calming by quoting the Institute of Transportation Engineers guidelines: Traffic calming is the combination of mainly physical measures that reduce the negative effects of motor vehicle use, alter driver behavior and improve conditions for non-motorized street users. ITE (Institute of Transportation Engineers) Proposed Recommended Practice: Guidelines for the Design and Application of Speed Humps (1997), Appendix B The strategic objectives stated in the Town s policy are: Reduce speeding Improve driver behavior, concentration, and awareness Improve safety for pedestrians, bicycled, children and motorists Reduce cut-through traffic Reduce stop sign running Reduce the need for frequent law enforcement Reduce accidents Traffic Calming Study Timber Bend Subdivision Catalpa Drive 4 of 59

5 Avon s six-step process, simplified below, requires certain conditions to be met in order to proceed to the next step. Step 1 A valid petition request Step 2 A traffic investigation Step 3 Neighborhood meeting or mail survey Step 4 Town staff traffic calming team recommendations Step 5 Present recommendations to Town Council for potential action Step 6 Monitor performance of traffic calming for approximately one year The Timber Bend neighborhood submitted a valid petition to the Town prompting this Step 2 traffic investigation. The Town Traffic Calming Team is: Ryan Cannon, Public Works Director Sean Stoops, Avon Chief of Police Brian Nugent, Avon Assistant Chief of Police Public Works consultants, GRW and Traffic Engineering, Inc. GRW and Traffic Engineering, Inc. conducted a traffic investigation to measure and observe motorist, bicyclist, and pedestrian behavior and safety as well as to note the existing roadway characteristics. The investigation is intended to focus on the problems identified by the neighborhood petition letters, as well as problems observed during the course of the investigation. Traffic counts and speeds have been recorded. The study offers recommendations for consideration. In accordance with the Town s Traffic Calming policy, some or all of the suggestions may be implemented. Implementation is subject to a concurrence of a clear majority of the directly affected residents who return a completed survey form. Town staff may then approve the recommended items and bring the request to the Town Council for approval and funding of the plan. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 5 of 59

6 Problems Identified by Neighborhood Seven Timber Bend homeowners submitted a petition on 10/22/2016 and 10/23/2016 to the Town identifying neighborhood traffic concerns and requesting that the Town study traffic in Timber Bend on Catalpa Drive. The concerns cited are: Vehicles speeding through Catalpa Drive o Speeding concerns eastbound Catalpa Drive coming from Leaf Lane: vehicles driving up the hill and reaching the crest o Speeding concerns westbound Catalpa Drive: vehicles enter northbound Catalpa Drive from the subdivision entrance on White Alder Court. o Vehicles not stopping at the stop signs o Safety concerns for children playing in the area Figure 1 below shows the location of homeowners that signed the petition. Appendix C contains a copy of the petition. Figure 1 Location of Petitioners Traffic Calming Study Timber Bend Subdivision Catalpa Drive 6 of 59

7 Existing Conditions The first step of the traffic calming analysis is to document existing conditions characterizing the neighborhood relative to traffic controls, traffic volumes, measured speeds, casual violations, site conditions, and safety for non-motorized users, This is done under the following categories. Traffic Study Site Observations Site Photographs Accident Data Figure 2 shows the existing traffic control devices in the study area. Figure 3 shows the locations of traffic counters equipped with speed measuring installed for the study. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 7 of 59

8 Figure 2. Existing Traffic Control Devices Traffic Calming Study Timber Bend Subdivision Catalpa Drive 8 of 59

9 Figure 3. Traffic Monitoring Locations Monitoring Location B Monitoring Location A Monitoring Location C Traffic Calming Study Timber Bend Subdivision Catalpa Drive 9 of 59

10 Traffic Monitoring Traffic Engineering, Inc. collected traffic data to gather relevant information necessary to evaluate the petitioners concerns. Figure 2 Traffic Monitoring Locations shows where speed counters A, B, and C were installed in Timber Bend Catalpa Drive. The traffic study collected data in onehour increments beginning on Monday, April 3, 2017, and ending on Wednesday, April 5, Table 1 summarizes the recorded speed and traffic volume information for both directions of travel at each location. Table 1 - Traffic Data Summary Avon Traffic Calming Study Timber Bend Subdivision - Catalpa Drive Traffic Data Table Study Period Start 4/3/17 Study Period End 4/5/17 Overall Data Location A Location B Location C EB WB Both EB WB Both NB SB Both 85th Percentile Speed (mph) Mean Speed (mph) Pace Speed (mph) % in Pace % > 25 mph Avg Weekday Volume (vpd) % Total Traffic (Directional) Location A: Catalpa, E of Leaf Lane at top of hill Location B: Catalpa, W of Leaf Lane, at bottom of hill Location C: Catalpa, N of White Alder Traffic Calming Study Timber Bend Subdivision Catalpa Drive 10 of 59

11 Comments on Traffic Data Traffic Monitoring Location A is at the crest of the hill on Catalpa Drive. Location B is the westernmost point on Catalpa Drive at Leaf Lane and Location C is on the north-south segment of Catalpa Drive, north of the White Alder Court subdivision entrance. Location A: the average travel speed was 26 mph, while the 85th percentile speed was 31 mph. The 10 mph pace speed was mph. Approximately 652 vehicles or 59% of 1,103 vehicles traveling through this location during Monday-Wednesday exceeded 25 mph. Location B: the average travel speed was 17 mph, while the 85th percentile speed was 25 mph. The 10 mph pace speed was mph. Approximately 106 vehicles or 17% of 617 vehicles traveling through this location during Monday-Wednesday exceeded 25 mph. Location C: the average travel speed was 19 mph, while the 85th percentile speed was 24 mph. The 10 mph pace speed was mph. Approximately 136 vehicles or 11% of 1,222 vehicles traveling through this location during Monday-Wednesday exceeded 25 mph. Nearly six of ten vehicles traveling Catalpa Drive near the hill crest at Location B exceeded the speed limit of 25 mph. The percentage is significantly higher for eastbound vehicles climbing the hill. A speed hump may be an appropriate calming device, however, a field survey would be required due to the hill. Avon s calming policy does not recommend speed humps where road grades exceed 3% Traffic Calming Study Timber Bend Subdivision Catalpa Drive 11 of 59

12 Site Observations GRW observed neighborhood characteristics on Monday, April 24, 2017, from 2:45 to 3:25 PM. Figure 1 shows the traffic control signs in the study area. Speed limit signs are placed at each entry point to the subdivision, in accordance with the Town s policy. Twenty-five mph is the codified speed limit for all residential streets in Town, unless otherwise established by the Avon Town Council. The Town policy discourages intermediate speed limit signs along local streets to reduce sign clutter and minimize inventory. A 4-way stop exists at the intersection of E. Catalpa Drive and White Alder Drive. GRW observed frequent roll through stop sign violations by vehicles travelling from CR 625 E to Catalpa Drive (Photo 4). No other stop sign violations were noted during the site visit. There were two lawn maintenance vehicles parked on Catalpa Drive. Catalpa Drive is a 28-foot wide roadway with roll curbs, a tree plot and four-foot wide sidewalks along both sides of the street, all in generally good condition. The neighborhood streets do not have any pavement markings. There is one approximately 145-foot long, 14-foot wide landscaped median at the entry road between Catalpa Drive and S County Road 625E. There is a perceptible hill (vertical curve) on Catalpa Drive between Leaf Lane and Scarlet Oak Drive with the crest of the hill located approximately mid-way between these two roads. The stretch between Leaf Lane and the crest of the hill is approximately 500 feet long with no houses, in an otherwise dense residential neighborhood. The change in surroundings likely contributes to the increased speeds in this area. Catalpa Drive between Leaf Lane and Scarlet Oak Drive, also represents the longest stretch of roadway (approximately 1,500 feet) within the subdivision, without an intersection. This also contributes to increased speeds. The highest speeds were recorded near the crest of the hill, which is at the east end of the forested area, and mid-way between Leaf Lane and Scarlett Oak Drive. During the 70-degree weather day, two runners and no bicyclists were observed during the site visit. A school bus was observed travelling westbound on Catalpa Drive downhill near Location B at a presumably higher speed than expected. Table 2 summarizes the site observations. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 12 of 59

13 Table 2 Site Observations 2017 Avon Traffic Calming Program Field Observation Subdivision Name: TimberBend-Catalpa Drive Subdivision Street Name: Catalpa Drive Observed by: Lynn Do Monday, 04/24/2017 Time observed: 2:45-3:25 PM Photos? Yes Speed limit sign locations: Yes, on entry boulevard off S CR 625E. None along Catalpa Drive. See Figure 1. Stop sign locations: Yes, See Figure 1. Rolling stops? No Parked car locations: Yes, observed on west end of Catalpa Drive. Roadway elements & dimensions Width: Pavement markings? Curb and gutter? Sidewalk widths: Grass buffer widths: Mountable curbs? Marked crossings? 28 ft. (curb - face to face) None Yes (both sides of road) 4 ft. (both side of road) Yes (both sides of road and a 14' W x 145' L located at entrance off from S CR 625 E Yes (both sides of road) No Non motorized traffic Pedestrian volumes and patterns: Between Location B & C Observed 2 runners Bike/other volume and patterns: 0 In street travel: None observed Other Comments: Location B - Observed cars seem to frequently travel at a faster pace coming from westbound Catalpa Drive traveling to Larel Leaf Lane (4 observed) Location B - Steep hill decline on Catalpa Drive west bound. Cars seem to travel a fast pace coming from uphill to downhill toward west end of Catalpa Drive. Could possibly be because of the hill and no warning of hill Location C - Stop sign are frequently violated at the curve entrance coming in from S CR 625E onto westbound Catalpa Drive (7 violations observed going toward Catalpa Drive) Between Location B & C - Observed many cars seem to travel at a faster pace Traffic Calming Study Timber Bend Subdivision Catalpa Drive 13 of 59

14 Site Photographs Photo 1 - Location A W. Catalpa Drive and Laurel Leaf Lane intersection looking east Photo 2 - Location A W. Catalpa Drive and Laurel Leaf Lane intersection looking west Traffic Calming Study Timber Bend Subdivision Catalpa Drive 14 of 59

15 Photo 3 - Location A W. Catalpa Drive looking south at Laurel Leaf Lane entrance Photo 4 - Location C E. Catalpa Drive looking east at entrance from CR 625 E Traffic Calming Study Timber Bend Subdivision Catalpa Drive 15 of 59

16 Photo 5 - Location C E. Catalpa Drive looking south at Scarlet Oak Drive Photo 6 - Location C E. Catalpa Drive looking west at White Alder Drive Traffic Calming Study Timber Bend Subdivision Catalpa Drive 16 of 59

17 Accident and Safety Analysis GRW extracted accident data from the ARIES traffic accident reporting system used by the Avon Police Department. Figure 4 shows accident data for the past 5 years in the study area. Figure 4. Five Year Accident Report Map Accident Analysis Two accidents have occurred on the study area streets in the past five years. The dots overlap each other in the graphic above. 1. A rear end collision from following too closely occurred at White Alder Court and CR 625 E on under snow/slush road conditions. 2. A right angle collision due to failure to yield right of way occurred at Fieldstream Drive and CR 625 E on under wet road conditions. Neither accident appears to be related to traffic calming in the neighborhood. The accident data alone does not support traffic calming. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 17 of 59

18 Assessment for Appropriate and Warranted Traffic Calming Measures Assessment Overview Avon s Neighborhood Traffic Calming Policy states: Appropriate neighborhood traffic control devices should only be installed to address documented safety or traffic concerns supported by traffic investigations. These investigations will include an examination of the full array of potential actions beginning with a discussion with law enforcement officials concerning enforcement of existing controls. The Timber Bend homeowner s petition cited the following concerns: Vehicles speeding through Catalpa Drive o Speeding concerns eastbound Catalpa Drive coming from Leaf Lane: vehicles driving up the hill and reaching the crest o Speeding concerns westbound Catalpa Drive: vehicles enter northbound Catalpa Drive from the subdivision entrance on White Alder Court. o Vehicles not stopping at the stop signs o Safety concerns for children playing in the area Table 3 Traffic Calming Criterion Assessment summarizes the items considered against the data collected and traffic calming criteria from the Town s policy. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 18 of 59

19 Table 3. Traffic Calming Criterion Assessment Timber Bend Item Condition Calming Criterion Meets [Reference] Criterion? Street Classification Local Local only [1] Yes Posted Speed Limit 25 mph Local only 25 mph [1] Yes Traffic Volumes Location A 542 vpd Yes < 2,000 vpd [1] Location B 296 vpd Yes Location C 587 vpd Yes 85 th Percentile Traffic Speeds Location A Eastbound 33 mph Yes Westbound 29 mph No Both Directions 31 mph Yes Location B Eastbound 24 mph 30 mph [1] Yes Westbound 25 mph No Both Directions 25 mph No Location C Northbound 23 mph No Southbound 24 mph No Both Directions 24 mph No Speed Characteristics 10 mph pace speed Subjective - If predominant speeds Location A mph Yes exceed desired speed. Location B mph No Location C mph Yes Stop Sign Running Leaf Ln and Catalpa Dr No violations Subjective Safety Concern - Remove sign; replace sign or install No White Alder Ct and Catalpa Dr Numerous N bound calming measure [1] Yes Pass Through Traffic Directional imbalance Engr. judgement [1] No Geometric Data Vertical Climb Location B > A East Bound OK with proper site distance and Survey Req'd Vertical Decline Location A > B West Bound less than 3% grade. Survey Req'd Horizontal Curve Between C and B Straight Road [1] Not Recommended Accident History None in 5 years Engr. judgement [1] No Public Safety Issue Speeding Safety Problem [1] Yes Pedestrian and nonmotorized users Alternatives Considered Minimal Subjective - High non-motorized usage may warrant calming. Posted limit 30 mph or less [1] Yes 14-ft Speed Humps Location A - Catalpa Drive Speed Verify Max Grade 3% [1] Survey Req'd Verify Site Dist. Required [1] Survey Req'd Alternatives Considered Traffic Circle Subjective safety concern Yes Leaf Ln and Catalpa Dr Speed Crosswalk Yes Alternatives Considered - Stop Bar and Crosswalk Subjective safety concern Yes White Alder Ct Stop Sign Run [1] Appendix A Town of Avon Traffic Calming Policy, Amended July 27, 2016 [2] Appendix B Guidelines for the Design and Application of Speed Humps, ITE Proposed Recommended Practice, August 2007 No Traffic Calming Study Timber Bend Subdivision Catalpa Drive 19 of 59

20 Public Safety Issues Driving speeds through the neighborhood on Catalpa Drive does seem to be a public safety issue at traffic monitoring Location A. Table 1 on page 10 of this report shows that one-half to twothirds of vehicles at location A exceeded the posted 25 mph speed limit. The mean speed of drivers was at or exceeded the posted speed limit. The 85 th percentile speed for eastbound traffic climbing the hill was 33 mph and the westbound traffic decending the hill was 29 mph. The 85 th percentile speed is commonly used by traffic engineers to set speed limits. Avon Police and Public Works officials do not believe increasing the speed limit based on traffic monitoring values is an acceptable resolution for neighborhoods. The posted speed will remain 25 mph. Some form of traffic calming seems appropriate for Catalpa Drive along the east-west segment of the roadway west of Leaf Lane. Public safety associated with speeding, vehicles running the stop sign at the subdivision entrance and other safety issues will be dealt with by the Avon Police Department through selective enforcement. At unpredictable times during the week, officers will monitor the neighborhood and ticket offenders. Comments on Appropriate Calming Measures to Consider Each of the neighborhood s concerns plus issues discovered from the investigation will be addressed. Concerning speeding on Catalpa Drive, the traffic investigation supports calming measures under the 85 th percentile criterion for eastbound vehicles approaching the crest of the hill. Measured 85% speeds were 33 mph, ten percent over the 30 mph threshold for considering calming. Consideration of a speed hump at the hill presents conditions that may require verification through field survey. Town calming criteria states, Speed humps should not be placed on streets with grades of 3% or greater approaching the hump. The Institute for Tranportation Engineers guidelines for speed humps (Appendix B) states that humps are not recommended on grades exceeding 8%. An estimate of the road grade from Google Earth indicates the grade is approximately 5% from the valley in the wooded area to the first driveway on the north side of the road. (Estimated from elevation 777 at the valley to elevation 795 at the first drive 365 feet away.) In this case, the road grade visually does not appear to be excessive and the site distance appears to be acceptable for speed hump installation (see site photo 1 on page 14 of this report). Speed hump design should be able to address the site conditions. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 20 of 59

21 Vehicles are increasing speed to climb the hill. If a speed hump is installed at the top of the hill, it would have to be installed after proper sight distance is available and the speed condition may have already reduced. If the hump is installed on the bottom of the hill, vehicles may still accelerate climbing the hill. Two speed humps seem to be necessary to address the issues associated with the hill. Alternatively, there is another option to consider at Leaf Lane and Catalpa Drive that may help. There is an oddly placed curb ramp on the north side of Catalpa at Leaf that puts pedestrians in the middle of the intersection at the top of the tee. Consider moving this curb ramp east of the intersection and put an opposing curb ramp on the south side of Catalpa, then stripe a pedestrian crossing across Catalpa east of Leaf. Because it is not a stop condition, the crossing would need to be supplemented with signs (either R1-5a, left, or R1-6, right). The preferred pedestrian crossing should use the alternating thick lines that run parallel to the driver, rather than the two border lines that run across the roadway. The parallel striping method is more respected by drivers. The predominant pace speeds measured were relatively higher at Location A. Pace speed does not warrant calming independently. The measured pace speed at A does indicate that a higher percentage of traffic exceeded the posted speed. The percent of traffic exceeding the posted 25 mph speed limit at the crest of the hill at Location A is significant at nearly 60% (Table 1). The percent of traffic exceeding the posted 25 mph speed limit at Location B was 17% and at Location C, 11%. Regarding safety concerns, vehicles are routinely running the stop sign at the subdivision entrance (Catalpa Drive / White Alder Court / Scarlet Oak Drive intersection) as westbound traffic enters the subdivision and heads north on Catalpa Drive. The intersection could be converted to a two-way stop by only stopping northbound and southbound traffic (Catalpa and Scarlet Oak) and allowing eastbound and westbound (White Alder) to have the right of way. This does not warrant action for safety reasons in the neighborhood. Supplementing the stop sign for westbound traffic with a stop bar and pedestrian crosswalk may be a viable calming alternative. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 21 of 59

22 As mentioned above, the preferred pedestrian crossing should use the alternating thick lines that run parallel to the driver. Remediation Alternatives Considered The following options are offered for consideration: 1. Speed humps at the bottom and crest of the hill on Catalpa, subject to appropriate placement based on site distances and roadway longitudinal grade. 2. Traffic circle at the intersection of Leaf Lane and Catalpa Drive. 3. Pedestrian crossing with ramps and signs across Catalpa east of Leaf Lane. 4. Stop bar and painted pedestrian crossing on White Alder Court for westbound traffic at Catalpa Drive / Scarlet Oak Drive. Figure 5 Concept for Speed Humps on Catalpa Drive Approximate locations of speed humps at top and bottom of hill. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 22 of 59

23 Figure 6 Concepts for Traffic Circle and Crosswalk at Catalpa Drive and Leaf Lane Figure 7 Concept for Stop Bar and Pedestrian Crosswalk at Subdivision Entrance Traffic Calming Study Timber Bend Subdivision Catalpa Drive 23 of 59

24 Recommended Alternative and Estimated Cost Based on the traffic calming study, the team makes the following recommendations: 1. Install speed humps and warning signs at the bottom and crest of the hill on Catalpa, subject to appropriate placement based on site distances and roadway longitudinal grade. a. Estimated Construction Cost = $2,000 Future considerations may include: 1. Install pedestrian crossing with sidewalk ramps and signs across Catalpa Drive east of Leaf Lane. 2. Install a stop bar and painted pedestrian crossing across White Alder Court for westbound traffic at Catalpa Drive / Scarlet Oak Drive. Implementation Plan If the Town chooses to move forward with calming measures in Glenfield, the installations can be conducted as part of the Town s maintenance improvement program, pending favorable approval by the residents located in the Directly Affected Area and the Avon Town Council. If speeding or other safety problems persist in this area, a follow up study may be conducted to determine if additional traffic calming measures are warranted. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 24 of 59

25 Directly Affected Areas The residents that could be affected by the installation of traffic calming devices were included in the Directly Affected Area (DAA) shown on the aerial graphic in Figure 8. These residents will receive survey letters in the mail asking them to review this draft report and to give their feedback regarding the proposed recommendations. Figure 8: Directly Affected Area Catalpa Drive Speed Humps Neighborhood Survey Requirements If the Town chooses to move forward with calming measures in Timber Bend, a survey letter will be sent by mail to all 10 residents in the Directly Affected Area asking them to review this draft report and to give their feedback regarding the proposed recommendations. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 25 of 59

26 Appendix A - Town of Avon Traffic Calming Policy Traffic Calming Study Timber Bend Subdivision Catalpa Drive 26 of 59

27 NEIGHBORHOOD TRAFFIC CALMING POLICY TOWN OF AVON Approved September 14, 2006 Amended July 11, 2013 Amended July 27, 2016 I PURPOSE OF TRAFFIC CALMING POLICY The purpose of this document is to set forth the recommended practices in planning, designing and constructing neighborhood traffic calming devices for existing streets in the Town of Avon. As defined by the subcommittee on Traffic Calming of the Institute of Transportation Engineers in 1997, Traffic Calming is the combination of mainly physical measures that reduce the negative effects of motor vehicle use, alter driver behavior and improve conditions for non-motorized street users. The primary objective of traffic calming is to create safer roads and a better quality of life for the neighborhoods that we live in. The strategic objectives for the Town of Avon are: Reduce speeding Improve driver behavior, concentration, and awareness Improve safety for pedestrians, bicycles, children and motorists Reduce cut-through traffic Reduce stop sign running Reduce the need for frequent law enforcement Reduce accidents II IMPLEMENTATION TEAM Appropriate neighborhood traffic control devices should only be installed to address documented safety or traffic concerns supported by traffic investigations. These investigations will include an examination of the full array of potential actions beginning with a discussion with law enforcement officials concerning enforcement of existing controls. The Town s Public Works Department will use the following process in order to determine the need for traffic calming and implementation for each independent neighborhood request. The Town may also initiate a traffic calming project if a known problem may be best addressed using a traffic calming solution. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 27 of 59

28 STEP 1: Initial request made by petition of at least seven (7) households, a Neighborhood Association, or the Town. If considered to be valid; STEP 2: Conduct traffic investigation. The following may be considered: Street classification (from Thoroughfare Plan) Traffic volumes (observed and/or counted) Traffic Speeds (observed and/or measured) Street width and geometry Document observed safety problems including pedestrian safety. Review accident history, if readily available Obtain input from Public Safety representatives (Police and Fire) Consider safety and traffic calming alternatives and costs Make recommendations for action or do nothing Prepare Implementation Plan Report STEP 3: Meet with Neighborhood Association and/or conduct mail survey of directly affected area households (to be determined by Town). If at least 75% of households in the directly affected area (or percentage to be determined acceptable by the Traffic Calming Team) are in favor of action, go to Step 4. If less than 75% of households in the directly affected area (or percentage to be determined acceptable by the Traffic Calming Team) are in favor of action, send written response to petitioners and/or neighborhood association stating no action will be taken at this time. A petition (to be provided by the Town) will be made available to the Neighborhood Association and/or households in the directly affected area for a follow-up survey. If at least 75% of households in the directly affected area indicate that they are in favor of implementing the proposed action, go to Step 4. STEP 4: Traffic Calming Team will meet to discuss findings and recommendations that create safer roads and a better quality of life for the neighborhoods. The Team may also prioritize projects in the recommendation to the Council in order to maximize Town resources. STEP 5: Traffic calming team will present recommendations to Town Council at public meeting. Notify Neighborhood Association, households in the directly affected area, and/or petitioners of meeting agenda item. Town Council will vote to accept or reject recommendations. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 28 of 59

29 Send written notification of Town Council action to Neighborhood Association, households in the directly affected area, and/or petitioners. If action approved, go to Step 6. If not approved, revisit Step 2 or send written notification to petitioners, Neighborhood Association, and/or directly affected area households stating that no action will be taken at this time. A new petition for traffic calming implementation will not be considered for a period of at least one year from the date the request was denied by the Town Council. OPTIONAL STEP 6: Team may monitor performance of permanent safety improvement/ traffic calming device for a period of approximately one additional year. If not working well, or causing other significant problems, the Traffic Calming Team will review the project and issue a recommendation to the Town Council as to whether or not the device should remain. Team shall notify directly affected area households of the recommendation prior to meeting with the Town Council.. Traffic Calming team will implement final determination of the Town Council. Revisit Step 2 or discontinue project. If working well, and not causing other significant problems, celebrate! Traffic Calming Study Timber Bend Subdivision Catalpa Drive 29 of 59

30 Definition of Terms Directly Affected Area Before any traffic calming devices can be installed, the Public Works Department will determine the geographic area directly affected by the proposed device. The criteria for selecting the Directly Affected Area will be set by the Public Works Department. Generally, the Directly Affected Area will consist of homes and businesses that do not have the option of avoiding the proposed device, or may be significantly affected by proposed changes. Traffic Calming Team The Traffic Calming Team consists of representatives from the Avon Police Department and Public Works Department. The goal of the Team is to review the requests and issue recommendations that create safer roads and a better quality of life for the neighborhoods to the Town Council. Street Classification Local neighborhood streets only shall be considered for neighborhood traffic calming device applications. The streets under consideration for traffic calming devices should be residential in nature. Traffic Volumes Typically, neighborhood traffic calming devices should be installed on streets with less than 2,000 vehicles per day. All local residential streets in Avon should meet this criteria. Traffic Speeds Neighborhood traffic calming devices should generally be installed on streets where the 85 th percentile speed is 30 mph or greater or where the traffic calming team has determined that safety problems exist. Speed measurements using radar or machine tube counters may be obtained. Stop Sign Running Stop sign running is a safety concern that may be addressed by increased law enforcement, removal of the stop sign, or removal and replacement of a stop sign with another traffic control/ traffic calming device. Geometric Data Traffic Calming Study Timber Bend Subdivision Catalpa Drive 30 of 59

31 Neighborhood traffic calming devices should normally be used on streets with no more than two travel lanes. The location of a traffic calming devise should be carefully considered. Generally, straight tangent sections of roads are the best locations for traffic calming devices such as speed humps. Accident History Using engineering judgementit will be determined if the installation of traffic calming devices will result in a situation less safe than the original condition. Three-year accident history, when readily available, may be reviewed to assist in identifying any safety problems. Public Safety Input Public Safety agencies (Police and Fire) will be contacted to determine if services for emergency vehicles will be significantly affected by the proposed changes. Alternative Traffic Calming Measures Following is a list of alternative measures that should be considered and discussed with the petitioners. A description of these alternatives, which describes the measures, conditions, and circumstances for their use, is located in the next section. Thoroughfare Street Improvements/ Improved Signal Progression Speed Humps and Raised Intersections Pedestrian Crossings and Refuge Islands Street and Lane Narrowing using Pavement Markings Curb Radius Reduction Chicanes Traffic Circles/Roundabout Added bike lanes Rumble Strips Traffic Calming Study Timber Bend Subdivision Catalpa Drive 31 of 59

32 Evaluation Report An evaluation of project effectiveness may be conducted within one year after implementation. At a minimum, speeds, accidents, and traffic volumes may be reviewed. The findings and recommendations should be documented in writing. III. DESCRIPTION OF ALTERNATIVE MEASURES Thoroughfare Street Improvement and Improved Signal Progression Vehicles may travel through neighborhoods because thoroughfare streets are over capacity, traffic signals are not synchronized or other progression inefficiencies exist. Widening collector or arterial streets to add left turn lanes or additional through lanes or installing or synchronizing a signal system may improve vehicle safety and efficiency, and may reduce cut through traffic in neighborhoods. The Public Works Department may conduct an investigation to establish potential improvements to the existing system if observed deficiencies exist. Speed Humps and Raised Intersections Speed humps and changes in grade at intersections can reduce vehicle speeds on local streets. The speed hump, speed table or raised intersection can be a raised area, constructed to Town Standards, extending transversely across the street from edge of pavement to edge of pavement. For local streets, speed humps typically are constructed with a longitudinal length of 14 feet. If speed tables are determined to be appropriate for neighborhood collector streets, they shall be constructed with a longitudinal length of 22 feet. These longer raised areas may also be considered on local service streets that serve as primary emergency response routes. Other criteria to be applied prior to installation of speed humps, speed tables and raised intersections include: Signing/Marking: Speed humps are required to be signed with a combination of signs and pavement marking to warn motorists and bicyclists of their presence. Traffic Safety and Diversion: Any use of speed humps must take into consideration the impact the installation will have on long-wheel-based vehicles (fire apparatus, ambulances, snow plows and garbage trucks) and the potential to divert traffic to other adjacent streets. Speed humps should only be installed to address documented safety problems or traffic concerns supported by a traffic investigation. Street Width: Speed humps should be used on streets with no more than two travel lanes. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 32 of 59

33 Street Grade: Speed humps should only be considered on streets with grades of 3% or less approaching the hump. Street Alignment: Speed humps should not be placed within severe horizontal curves or vertical curves (hills and valleys) that might result in substantial horizontal or vertical forces on a vehicle traversing the hump. Humps should be avoided within horizontal curves of less than 300 feet centerline radius and on vertical curves (hills/dips) with less than the minimum safe stopping sight distance. If possible, humps should be located on straight (tangent) sections of road rather than curve sections. Sight Distance: Speed humps should generally be installed only where the minimum safe stopping sight distance (as defined in AASHTO s A Policy on Geometric Design of Streets or INDOT s Design Manual) can be provided. Traffic Speeds: Speed humps should generally be installed only on streets where the posted or prima facie speed limit is 30 mph or less. Speed humps are not generally recommended, but could be considered on streets where the 85th percentile speed is in excess of 40 mph. Traffic Volumes: Speed humps should typically be installed only on streets with 2,000 vehicles per day or less. If considered for streets with higher volume, their use should receive special evaluation. Pedestrian Refuge Island Pedestrian refuge islands in the middle of the street provide a safe haven for pedestrians to cross the street. If placed at an intersection, the island will function as a diverter to restrict through traffic and reduce vehicle speeds. Some parking removal may be required and some residents may be inconvenienced. The median should be aesthetically pleasing. Street and Lane Narrowing/ Choker Motorists tend to drive at speeds they consider safe and reasonable and tend to drive more slowly on narrower roads and traffic lanes than wider ones. Reducing road widths by widening boulevards or sidewalks intermittently or introducing medians, striping for parking, shoulders or bike lanes or installation of Neck-downs can reduce traffic speeds. Road narrowing has the added advantage of reducing the expanse of road to be crossed by pedestrians, thus reducing pedestrian crossing time. Other criteria to be applied and considered prior to street narrowing include: Bicycle Accommodations: On local streets designated as a bike route or serving a significant volume of bicycle traffic, a sufficiently wide bicycle lane Traffic Calming Study Timber Bend Subdivision Catalpa Drive 33 of 59

34 should be provided through the narrowed area. Where traffic and/or bicycle volumes are sufficiently low, exclusive bicycle lanes may not be required. Snow Removal: The pavement width of streets shall not be narrowed to a point where it becomes an impediment to snow removal. Parking Restrictions: In most cases on local access streets, street narrowing will require the prohibition of parking at all times along the street curb the full length of the narrowed section plus 20 feet. Refer to the Town of Avon Street Section Standards for parking prohibitions. Landscaping: Median landscaping can be selected by neighborhood associations from an approved landscaping materials list provided by the Town. Landscaping will be provided and installed by the Town and will be maintained by the neighborhood association or landscape volunteer. If the landscaping is not maintained, the median will be seeded with grass. Median Width/Lane Width: Travel lanes should not be narrowed to a width less than 10 feet, exclusive of gutter. Bicycle lanes where required shall be four feet wide exclusive of gutter, unless the gutter is poured integral to the bicycle lane, in which case the bicycle lane will be five feet wide. If parking is allowed, the parking and bicycle lane combination shall be a minimum of 13 feet. Curb Radius Reductions/ Curb Extensions The reduction of intersection curb radii is intended to slow turning vehicles and reduce pedestrian crossing path. The radius should accommodate a passenger vehicle. Usually a 10 to 20 foot radius will be required. Primary application is for local streets only. Curb extensions (or bump outs) are used at intersections to slow turning vehicles, reduce the length of crosswalks, and to slow the speed of through traffic. Added landscaping, which should not obscure necessary intersection sight distance, can also help to slow traffic by calling attention to the existing intersection. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 34 of 59

35 Chicanes Chicanes are a form of curb extension built at a 45-degree angle that alternate from one side of the street to the other. They will effectively reduce speed and decrease traffic volumes in the neighborhood. Chicanes can result in additional challenges for snow removal activities, especially if they are covered with snow. Traffic Circles Traffic circles are circles of varying diameter formed by curbs. Motorists must drive around the circle, or in the case of longer vehicles, drivers may drive slowly onto and over a mountable concrete curb forming the circle. Traffic circles reduce motor vehicle speeds through the intersections, depending on current intersection controls in place. A Design Plan must be prepared based on a field survey and certified engineer s drawing. Other criteria to be applied and considered prior to installation include: Design Considerations: For each intersection the size of the circle will vary depending on the circumstances for that specific intersection. In general, the size of the circle will be determined by the geometry of the intersection. Where intersecting streets differ significantly in width, it may be more appropriate to design an elongated "circle" using half circles with tangent sections between them. Smaller circles will be constructed on a case-bycase basis. Normally the circle will be located as close to the middle of the intersection as practical. Under special circumstances, such as being on a Fire Department response route, bus route or due to snow removal accommodations, the size and/or location of the circle will be adjusted to more appropriately meet these special circumstances. Design Considerations for "T" Intersections: For "T" type intersections, all of the above design considerations apply. In addition, curb extensions (or curb bulbs) may be included along the top of the "T" at the entrance and exit to the intersection. Signage: Appropriate signage for traffic circles will be determined by the Public Works Manager and may vary based on the location of the circle. Channelization: Where curbs do not exist on the corner radii, painted barrier lines, defining the corners, should be installed. Yellow retro-reflective lane line markers shall be placed on top of the circle at its outer edge. Refer to the most recent Town of Avon Standard Detail Sheets. Parking Removal: Normally, parking will not be prohibited in the vicinity of the circle beyond that which is prohibited by the Town, ie, "within the intersection" or "within 20 feet of a crosswalk area". However, where special Traffic Calming Study Timber Bend Subdivision Catalpa Drive 35 of 59

36 circumstances dictate, such as where the circle is on a response route for the Fire Department or to accommodate snow removal, or in an area where there is an unusually high use by trucks, additional parking may be prohibited as needed. Sign Removal: At intersections where circles are to be installed, any previous right-of-way controls may be removed at the time of circle construction completion. However, where special circumstances dictate, the existing traffic control may remain in place or be otherwise modified at the direction of the Public Works Manager. Landscaping: Landscaping will be selected by the affected Neighborhood Association from an approved landscaping materials list provided by the Town. Landscaping will be provided and installed by the Town and will be maintained by the Neighborhood Association. If the landscaping is not maintained, the traffic circle will be seeded with grass. Traffic Calming Study Timber Bend Subdivision Catalpa Drive 36 of 59

37 TRAFFIC CALMING MEASURES Calming Alternative Volume Reductio n Speed Reductio n Noise & Pollution Safety Access Restricti on Emergenc y Vehicle Maintenan ce Problems Level of Violatio n Cost Rumble Strips/ Surface Changes Speed Humps/ Raised Intersections Pedestrian Refuge Islands Street and Lane Narrowing Curb Radius Reduction/ Extension Possible Possible Increase Improved None Possible Likely No Change No Docum. Problems Possible Likely Decrease Improved None Restricts Through Moveme nt Possible Likely Decrease Improved None Possible Likely Chicanes Possible Likely Traffic Circles Possible Minor Chokers Possible Likely Arterial Street Improvement s Possible Minor No Change No Change No Change No Change No Change Improved Improved No Docum. Problems Improved for Pedestrian s Unclear None None None None None No Problems Minor Constraint No Problems Minor Constraint Minor Constraint Minor Constraint Some Constraint Minor Constraint No Problems Street Cleaning Street Cleaning Trucks Can Hit Curbs None None None Vandalism Trucks Can Hit Curbs N/A N/A Low N/A Low Low Low N/A Low Low - Moderat e Low Moderat e Low Moderat e Low Moderat e Moderat e Moderat e Moderat e None N/A Varies Traffic Calming Study Timber Bend Subdivision Catalpa Drive 37 of 59

38 IV REFERENCES 1. Indianapolis Department of Public Works, Neighborhood Traffic Calming Recommended Practices, City of Bloomington, Indiana, Neighborhood Traffic Calming Program, 3. Institute of Transportation Engineers, Traffic Calming for Communities, 4. Institute of Transportation Engineers, Traffic Calming, State of the Practice, prepared by Reid Ewing, August, City of Seattle, Washington, Neighborhood Traffic Calming Program, 6. City of Portland, Oregon, Traffic Calming Programs, 7. ITE Journal, Traffic Calming Design Standards for New Residential Streets: A Proactive Approach, prepared by Joseph E. Womble and W. Martin Bretherton, Jr., March Traffic Calming Study Timber Bend Subdivision Catalpa Drive 38 of 59

39 APPENDIX Traffic Calming Study Timber Bend Subdivision Catalpa Drive 39 of 59

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47 Appendix B ITE Traffic Calming Measures Reference Traffic Calming Study Timber Bend Subdivision Catalpa Drive 40 of 59

48 Traffic Calming Measures - Speed Hump Description: rounded raised areas of pavement typically 12 to 14 feet in length often placed in a series (typically spaced 300 to 600 feet apart) sometimes called road humps or undulations Applications: residential streets not typically used on major roads, bus routes, or primary emergency response routes midblock placement, not at an intersection not on grades greater than 8 percent work well with curb extensions 1627 I ("Eye") Street, NW, Suite 600 Washington, DC USA Phone: Fax: Send comments to: ite_staff@ite.org SPEED HUMP SPEED TABLE RAISED INTERSECTION CLOSURE NEIGHBORHOOD TRAFFIC CIRCLE CHICANE CHOKER CENTER ISLAND NARROWING Traffic Calming Study Timber Bend Subdivision Catalpa Drive 41 of 59

49 Design/Installation Issues: typically 12 to 14 feet in length; other lengths (10, 22, and 30 feet) reported in practice in U.S. speed hump shapes include parabolic, circular, and sinusoidal hump heights range between 3 and 4 inches with trend toward 3-3 ½ inches maximum difficult to construct precisely; may need to specify a construction tolerance (e.g. ± 1/8 inch) on height often have signage (advance warning sign before first hump in series and warning sign or object marker at hump) typically have pavement marking (zigzag, shark's tooth, chevron, zebra) taper edge near curb to allow gap for drainage some have speed advisories bicyclists prefer that it not cover or cross a bike lane Potential Impacts: no effect on non-emergency access speeds determined by height and spacing; speeds between humps have been observed to be reduced between 20 and 25 percent on average based on a limited sample of sites, typical crossing speeds (85th percentile) of 19 mph have been measured for 3½ inch high, 12 foot humps and of 21 mph for 3 inch high, 14 foot humps; speeds have been observed to rise to 27 mph within 200 feet downstream speeds typically increase approximately 0.5 mph midway between humps for each 100 feet of separation studies indicate that traffic volumes have been reduced on average by 18 percent depending on alternative routes available studies indicate that collisions have been reduced on average by 13 percent on treated streets (not adjusted for traffic diversion) most communities limit height to 3-3½ inches, partly because of harsh ride over 4-inch high humps possible increase in traffic noise from braking and acceleration of vehicles, particularly buses and trucks Emergency Response Issues: Concern over jarring of emergency rescue vehicles Approximate delay of between 3 and 5 seconds per hump for fire trucks and up to 10 seconds for ambulance with patient Typical Cost: Approximately $2,000 (1997 dollars) For additional detail, refer to ITE s Recommended Practice entitled Guidelines for the Design and Application of Speed Traffic Calming Study Timber Bend Subdivision Catalpa Drive 42 of 59

50 Humps. Visit the ITE Bookstore for more information about this publication. Institute of Transportation Engineers 1627 Eye Street, NW, Suite 600 Washington, DC USA Telephone: Fax: Traffic Calming Study Timber Bend Subdivision Catalpa Drive 43 of 59

51 Traffic Calming Measures - Neighborhood Traffic Circle Description: raised islands, placed in intersections, around which traffic circulates motorists yield to motorists already in the intersection require drivers to slow to a speed that allows them to comfortably maneuver around them sometimes called intersection islands different from roundabouts Applications: intersections of local or collector streets one lane each direction entering intersection not typically used at intersections with high volume of large trucks and buses turning left Design/Installation Issues: typically circular in shape, though not always usually landscaped in their center islands, though not always often controlled by YIELD signs on all approaches, but many 1627 I ("Eye") Street, NW, Suite have been used 600 key design features are the offset distance (distance between Washington, DC center island), lane width for circling the circle, the circle diam USA outer ring for large vehicles such as school buses and trash t Phone: Fax: Traffic Calming Study Timber Bend Subdivision Catalpa Drive 44 of 59

52 Potential Impacts: no effect on access reduction in midblock speed of about 10 percent; area of influence tends to be a couple hundred feet upstream and downstream of intersection only minimal diversion of traffic intersection collisions have been reduced on average by 70 percent and overall collisions by 28 percent can result in bicycle/auto conflicts at intersections because of narrowed travel lane Send comments to: ite_staff@ite.org SPEED HUMP SPEED TABLE RAISED INTERSECTION CLOSURE NEIGHBORHOOD TRAFFIC CIRCLE CHICANE CHOKER CENTER ISLAND NARROWING Emergency Response Issues: emergency vehicles typically slow to approximately 13 mph; approximate delay of between 5 and 8 seconds per circle for fire trucks fire trucks can maneuver around traffic circles at slow speeds provided vehicles are not parked near the circle Other/Special Considerations: large vehicles may need to turn left in front of the circle (which could be unsafe at higher volumes); legislation may be required to legally permit this movement quality of landscaping and its maintenance are key issues landscaping needs to be designed to allow adequate sight distance care must be taken to avoid routing vehicles through unmarked crosswalks on side-street approach Typical Cost: approximately $3,500 to $15,000 (1997 dollars) Institute of Transportation Engineers 1627 Eye Street, NW, Suite 600 Washington, DC USA Telephone: Fax: ite_staff@ite.org Traffic Calming Study Timber Bend Subdivision Catalpa Drive 45 of 59

53 Appendix C Neighborhood Petition Traffic Calming Study Timber Bend Subdivision Catalpa Drive 46 of 59

54 Traffic Calming Study Timber Bend Subdivision Catalpa Drive 47 of 59

55 Traffic Calming Study Timber Bend Subdivision Catalpa Drive 48 of 59

56 Appendix D Traffic Data Traffic Calming Study Timber Bend Subdivision Catalpa Drive 49 of 59

57 Timber Bend Traffic Count Data Summary Location Counter Designation Description A Catalpa E of Leaf B Catalpa W of Leaf C Catalpa N of White Alder Monitoring Location B Monitoring Location A Monitoring Location C Traffic Calming Study Timber Bend Subdivision Catalpa Drive 50 of 59

58 Modified Location A - Cntr On Catalpa Dr East of Laurel Leaf Lane Location B - Cntr On Catalpa Dr West of Laurel Leaf Lane Location C - Cntr On Catalpa Dr North of White Alder Court Time EB WB Both Time EB WB Both Time NB SB Both 04/03/ :00 AM /03/ :00 AM /03/ :00 AM /03/ :15 AM /03/ :15 AM /03/ :15 AM /03/ :30 AM /03/ :30 AM /03/ :30 AM /03/ :45 AM /03/ :45 AM /03/ :45 AM /03/ :00 PM /03/ :00 PM /03/ :00 PM /03/ :15 PM /03/ :15 PM /03/ :15 PM /03/ :30 PM /03/ :30 PM /03/ :30 PM /03/ :45 PM /03/ :45 PM /03/ :45 PM /03/2017 1:00 PM /03/2017 1:00 PM /03/2017 1:00 PM /03/2017 1:15 PM /03/2017 1:15 PM /03/2017 1:15 PM /03/2017 1:30 PM /03/2017 1:30 PM /03/2017 1:30 PM /03/2017 1:45 PM /03/2017 1:45 PM /03/2017 1:45 PM /03/2017 2:00 PM /03/2017 2:00 PM /03/2017 2:00 PM /03/2017 2:15 PM /03/2017 2:15 PM /03/2017 2:15 PM /03/2017 2:30 PM /03/2017 2:30 PM /03/2017 2:30 PM /03/2017 2:45 PM /03/2017 2:45 PM /03/2017 2:45 PM /03/2017 3:00 PM /03/2017 3:00 PM /03/2017 3:00 PM /03/2017 3:15 PM /03/2017 3:15 PM /03/2017 3:15 PM /03/2017 3:30 PM /03/2017 3:30 PM /03/2017 3:30 PM /03/2017 3:45 PM /03/2017 3:45 PM /03/2017 3:45 PM /03/2017 4:00 PM /03/2017 4:00 PM /03/2017 4:00 PM /03/2017 4:15 PM /03/2017 4:15 PM /03/2017 4:15 PM /03/2017 4:30 PM /03/2017 4:30 PM /03/2017 4:30 PM /03/2017 4:45 PM /03/2017 4:45 PM /03/2017 4:45 PM /03/2017 5:00 PM /03/2017 5:00 PM /03/2017 5:00 PM /03/2017 5:15 PM /03/2017 5:15 PM /03/2017 5:15 PM /03/2017 5:30 PM /03/2017 5:30 PM /03/2017 5:30 PM /03/2017 5:45 PM /03/2017 5:45 PM /03/2017 5:45 PM /03/2017 6:00 PM /03/2017 6:00 PM /03/2017 6:00 PM /03/2017 6:15 PM /03/2017 6:15 PM /03/2017 6:15 PM /03/2017 6:30 PM /03/2017 6:30 PM /03/2017 6:30 PM /03/2017 6:45 PM /03/2017 6:45 PM /03/2017 6:45 PM /03/2017 7:00 PM /03/2017 7:00 PM /03/2017 7:00 PM /03/2017 7:15 PM /03/2017 7:15 PM /03/2017 7:15 PM /03/2017 7:30 PM /03/2017 7:30 PM /03/2017 7:30 PM /03/2017 7:45 PM /03/2017 7:45 PM /03/2017 7:45 PM /03/2017 8:00 PM /03/2017 8:00 PM /03/2017 8:00 PM /03/2017 8:15 PM /03/2017 8:15 PM /03/2017 8:15 PM /03/2017 8:30 PM /03/2017 8:30 PM /03/2017 8:30 PM /03/2017 8:45 PM /03/2017 8:45 PM /03/2017 8:45 PM /03/2017 9:00 PM /03/2017 9:00 PM /03/2017 9:00 PM /03/2017 9:15 PM /03/2017 9:15 PM /03/2017 9:15 PM /03/2017 9:30 PM /03/2017 9:30 PM /03/2017 9:30 PM /03/2017 9:45 PM /03/2017 9:45 PM /03/2017 9:45 PM /03/ :00 PM /03/ :00 PM /03/ :00 PM /03/ :15 PM /03/ :15 PM /03/ :15 PM /03/ :30 PM /03/ :30 PM /03/ :30 PM /03/ :45 PM /03/ :45 PM /03/ :45 PM /03/ :00 PM /03/ :00 PM /03/ :00 PM /03/ :15 PM /03/ :15 PM /03/ :15 PM /03/ :30 PM /03/ :30 PM /03/ :30 PM /03/ :45 PM /03/ :45 PM /03/ :45 PM /04/ :00 AM /04/ :00 AM /04/ :00 AM /04/ :15 AM /04/ :15 AM /04/ :15 AM /04/ :30 AM /04/ :30 AM /04/ :30 AM /04/ :45 AM /04/ :45 AM /04/ :45 AM /04/2017 1:00 AM /04/2017 1:00 AM /04/2017 1:00 AM /04/2017 1:15 AM /04/2017 1:15 AM /04/2017 1:15 AM /04/2017 1:30 AM /04/2017 1:30 AM /04/2017 1:30 AM /04/2017 1:45 AM /04/2017 1:45 AM /04/2017 1:45 AM /04/2017 2:00 AM /04/2017 2:00 AM /04/2017 2:00 AM /04/2017 2:15 AM /04/2017 2:15 AM /04/2017 2:15 AM G:\4234-Avon PW\Dept Folders\Civil\Traffic Calming Reviews\TimberBend-Catalpa Drive\Data from Chet\Timber_Bend_Traffic_Count_Summary Data - modified.xlsx 1 of 4

59 Modified Location A - Cntr On Catalpa Dr East of Laurel Leaf Lane Location B - Cntr On Catalpa Dr West of Laurel Leaf Lane Location C - Cntr On Catalpa Dr North of White Alder Court Time EB WB Both Time EB WB Both Time NB SB Both 04/04/2017 2:30 AM /04/2017 2:30 AM /04/2017 2:30 AM /04/2017 2:45 AM /04/2017 2:45 AM /04/2017 2:45 AM /04/2017 3:00 AM /04/2017 3:00 AM /04/2017 3:00 AM /04/2017 3:15 AM /04/2017 3:15 AM /04/2017 3:15 AM /04/2017 3:30 AM /04/2017 3:30 AM /04/2017 3:30 AM /04/2017 3:45 AM /04/2017 3:45 AM /04/2017 3:45 AM /04/2017 4:00 AM /04/2017 4:00 AM /04/2017 4:00 AM /04/2017 4:15 AM /04/2017 4:15 AM /04/2017 4:15 AM /04/2017 4:30 AM /04/2017 4:30 AM /04/2017 4:30 AM /04/2017 4:45 AM /04/2017 4:45 AM /04/2017 4:45 AM /04/2017 5:00 AM /04/2017 5:00 AM /04/2017 5:00 AM /04/2017 5:15 AM /04/2017 5:15 AM /04/2017 5:15 AM /04/2017 5:30 AM /04/2017 5:30 AM /04/2017 5:30 AM /04/2017 5:45 AM /04/2017 5:45 AM /04/2017 5:45 AM /04/2017 6:00 AM /04/2017 6:00 AM /04/2017 6:00 AM /04/2017 6:15 AM /04/2017 6:15 AM /04/2017 6:15 AM /04/2017 6:30 AM /04/2017 6:30 AM /04/2017 6:30 AM /04/2017 6:45 AM /04/2017 6:45 AM /04/2017 6:45 AM /04/2017 7:00 AM /04/2017 7:00 AM /04/2017 7:00 AM /04/2017 7:15 AM /04/2017 7:15 AM /04/2017 7:15 AM /04/2017 7:30 AM /04/2017 7:30 AM /04/2017 7:30 AM /04/2017 7:45 AM /04/2017 7:45 AM /04/2017 7:45 AM /04/2017 8:00 AM /04/2017 8:00 AM /04/2017 8:00 AM /04/2017 8:15 AM /04/2017 8:15 AM /04/2017 8:15 AM /04/2017 8:30 AM /04/2017 8:30 AM /04/2017 8:30 AM /04/2017 8:45 AM /04/2017 8:45 AM /04/2017 8:45 AM /04/2017 9:00 AM /04/2017 9:00 AM /04/2017 9:00 AM /04/2017 9:15 AM /04/2017 9:15 AM /04/2017 9:15 AM /04/2017 9:30 AM /04/2017 9:30 AM /04/2017 9:30 AM /04/2017 9:45 AM /04/2017 9:45 AM /04/2017 9:45 AM /04/ :00 AM /04/ :00 AM /04/ :00 AM /04/ :15 AM /04/ :15 AM /04/ :15 AM /04/ :30 AM /04/ :30 AM /04/ :30 AM /04/ :45 AM /04/ :45 AM /04/ :45 AM /04/ :00 AM /04/ :00 AM /04/ :00 AM /04/ :15 AM /04/ :15 AM /04/ :15 AM /04/ :30 AM /04/ :30 AM /04/ :30 AM /04/ :45 AM /04/ :45 AM /04/ :45 AM /04/ :00 PM /04/ :00 PM /04/ :00 PM /04/ :15 PM /04/ :15 PM /04/ :15 PM /04/ :30 PM /04/ :30 PM /04/ :30 PM /04/ :45 PM /04/ :45 PM /04/ :45 PM /04/2017 1:00 PM /04/2017 1:00 PM /04/2017 1:00 PM /04/2017 1:15 PM /04/2017 1:15 PM /04/2017 1:15 PM /04/2017 1:30 PM /04/2017 1:30 PM /04/2017 1:30 PM /04/2017 1:45 PM /04/2017 1:45 PM /04/2017 1:45 PM /04/2017 2:00 PM /04/2017 2:00 PM /04/2017 2:00 PM /04/2017 2:15 PM /04/2017 2:15 PM /04/2017 2:15 PM /04/2017 2:30 PM /04/2017 2:30 PM /04/2017 2:30 PM /04/2017 2:45 PM /04/2017 2:45 PM /04/2017 2:45 PM /04/2017 3:00 PM /04/2017 3:00 PM /04/2017 3:00 PM /04/2017 3:15 PM /04/2017 3:15 PM /04/2017 3:15 PM /04/2017 3:30 PM /04/2017 3:30 PM /04/2017 3:30 PM /04/2017 3:45 PM /04/2017 3:45 PM /04/2017 3:45 PM /04/2017 4:00 PM /04/2017 4:00 PM /04/2017 4:00 PM /04/2017 4:15 PM /04/2017 4:15 PM /04/2017 4:15 PM /04/2017 4:30 PM /04/2017 4:30 PM /04/2017 4:30 PM /04/2017 4:45 PM /04/2017 4:45 PM /04/2017 4:45 PM /04/2017 5:00 PM /04/2017 5:00 PM /04/2017 5:00 PM /04/2017 5:15 PM /04/2017 5:15 PM /04/2017 5:15 PM /04/2017 5:30 PM /04/2017 5:30 PM /04/2017 5:30 PM /04/2017 5:45 PM /04/2017 5:45 PM /04/2017 5:45 PM G:\4234-Avon PW\Dept Folders\Civil\Traffic Calming Reviews\TimberBend-Catalpa Drive\Data from Chet\Timber_Bend_Traffic_Count_Summary Data - modified.xlsx 2 of 4

60 Modified Location A - Cntr On Catalpa Dr East of Laurel Leaf Lane Location B - Cntr On Catalpa Dr West of Laurel Leaf Lane Location C - Cntr On Catalpa Dr North of White Alder Court Time EB WB Both Time EB WB Both Time NB SB Both 04/04/2017 6:00 PM /04/2017 6:00 PM /04/2017 6:00 PM /04/2017 6:15 PM /04/2017 6:15 PM /04/2017 6:15 PM /04/2017 6:30 PM /04/2017 6:30 PM /04/2017 6:30 PM /04/2017 6:45 PM /04/2017 6:45 PM /04/2017 6:45 PM /04/2017 7:00 PM /04/2017 7:00 PM /04/2017 7:00 PM /04/2017 7:15 PM /04/2017 7:15 PM /04/2017 7:15 PM /04/2017 7:30 PM /04/2017 7:30 PM /04/2017 7:30 PM /04/2017 7:45 PM /04/2017 7:45 PM /04/2017 7:45 PM /04/2017 8:00 PM /04/2017 8:00 PM /04/2017 8:00 PM /04/2017 8:15 PM /04/2017 8:15 PM /04/2017 8:15 PM /04/2017 8:30 PM /04/2017 8:30 PM /04/2017 8:30 PM /04/2017 8:45 PM /04/2017 8:45 PM /04/2017 8:45 PM /04/2017 9:00 PM /04/2017 9:00 PM /04/2017 9:00 PM /04/2017 9:15 PM /04/2017 9:15 PM /04/2017 9:15 PM /04/2017 9:30 PM /04/2017 9:30 PM /04/2017 9:30 PM /04/2017 9:45 PM /04/2017 9:45 PM /04/2017 9:45 PM /04/ :00 PM /04/ :00 PM /04/ :00 PM /04/ :15 PM /04/ :15 PM /04/ :15 PM /04/ :30 PM /04/ :30 PM /04/ :30 PM /04/ :45 PM /04/ :45 PM /04/ :45 PM /04/ :00 PM /04/ :00 PM /04/ :00 PM /04/ :15 PM /04/ :15 PM /04/ :15 PM /04/ :30 PM /04/ :30 PM /04/ :30 PM /04/ :45 PM /04/ :45 PM /04/ :45 PM /05/ :00 AM /05/ :00 AM /05/ :00 AM /05/ :15 AM /05/ :15 AM /05/ :15 AM /05/ :30 AM /05/ :30 AM /05/ :30 AM /05/ :45 AM /05/ :45 AM /05/ :45 AM /05/2017 1:00 AM /05/2017 1:00 AM /05/2017 1:00 AM /05/2017 1:15 AM /05/2017 1:15 AM /05/2017 1:15 AM /05/2017 1:30 AM /05/2017 1:30 AM /05/2017 1:30 AM /05/2017 1:45 AM /05/2017 1:45 AM /05/2017 1:45 AM /05/2017 2:00 AM /05/2017 2:00 AM /05/2017 2:00 AM /05/2017 2:15 AM /05/2017 2:15 AM /05/2017 2:15 AM /05/2017 2:30 AM /05/2017 2:30 AM /05/2017 2:30 AM /05/2017 2:45 AM /05/2017 2:45 AM /05/2017 2:45 AM /05/2017 3:00 AM /05/2017 3:00 AM /05/2017 3:00 AM /05/2017 3:15 AM /05/2017 3:15 AM /05/2017 3:15 AM /05/2017 3:30 AM /05/2017 3:30 AM /05/2017 3:30 AM /05/2017 3:45 AM /05/2017 3:45 AM /05/2017 3:45 AM /05/2017 4:00 AM /05/2017 4:00 AM /05/2017 4:00 AM /05/2017 4:15 AM /05/2017 4:15 AM /05/2017 4:15 AM /05/2017 4:30 AM /05/2017 4:30 AM /05/2017 4:30 AM /05/2017 4:45 AM /05/2017 4:45 AM /05/2017 4:45 AM /05/2017 5:00 AM /05/2017 5:00 AM /05/2017 5:00 AM /05/2017 5:15 AM /05/2017 5:15 AM /05/2017 5:15 AM /05/2017 5:30 AM /05/2017 5:30 AM /05/2017 5:30 AM /05/2017 5:45 AM /05/2017 5:45 AM /05/2017 5:45 AM /05/2017 6:00 AM /05/2017 6:00 AM /05/2017 6:00 AM /05/2017 6:15 AM /05/2017 6:15 AM /05/2017 6:15 AM /05/2017 6:30 AM /05/2017 6:30 AM /05/2017 6:30 AM /05/2017 6:45 AM /05/2017 6:45 AM /05/2017 6:45 AM /05/2017 7:00 AM /05/2017 7:00 AM /05/2017 7:00 AM /05/2017 7:15 AM /05/2017 7:15 AM /05/2017 7:15 AM /05/2017 7:30 AM /05/2017 7:30 AM /05/2017 7:30 AM /05/2017 7:45 AM /05/2017 7:45 AM /05/2017 7:45 AM /05/2017 8:00 AM /05/2017 8:00 AM /05/2017 8:00 AM /05/2017 8:15 AM /05/2017 8:15 AM /05/2017 8:15 AM /05/2017 8:30 AM /05/2017 8:30 AM /05/2017 8:30 AM /05/2017 8:45 AM /05/2017 8:45 AM /05/2017 8:45 AM /05/2017 9:00 AM /05/2017 9:00 AM /05/2017 9:00 AM /05/2017 9:15 AM /05/2017 9:15 AM /05/2017 9:15 AM G:\4234-Avon PW\Dept Folders\Civil\Traffic Calming Reviews\TimberBend-Catalpa Drive\Data from Chet\Timber_Bend_Traffic_Count_Summary Data - modified.xlsx 3 of 4

61 Modified Location A - Cntr On Catalpa Dr East of Laurel Leaf Lane Location B - Cntr On Catalpa Dr West of Laurel Leaf Lane Location C - Cntr On Catalpa Dr North of White Alder Court Time EB WB Both Time EB WB Both Time NB SB Both 04/05/2017 9:30 AM /05/2017 9:30 AM /05/2017 9:30 AM /05/2017 9:45 AM /05/2017 9:45 AM /05/2017 9:45 AM /05/ :00 AM /05/ :00 AM /05/ :00 AM /05/ :15 AM /05/ :15 AM /05/ :15 AM /05/ :30 AM /05/ :30 AM /05/ :30 AM /05/ :45 AM /05/ :45 AM /05/ :45 AM Total Vol Vol per Day % Directional 51% 49% 53% 47% 49% 51% G:\4234-Avon PW\Dept Folders\Civil\Traffic Calming Reviews\TimberBend-Catalpa Drive\Data from Chet\Timber_Bend_Traffic_Count_Summary Data - modified.xlsx 4 of 4

62 Traffic Calming Study Timber Bend Subdivision Catalpa Drive 51 of 59

63 Timber Bend Speed Data Summary Location A Counter Catalpa E of Leaf Traffic Calming Study Timber Bend Subdivision Catalpa Drive 52 of 59

64 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 1 EB Start Time Total 04/03/17 * * * * * * * * * * * * * * * 01:00 * * * * * * * * * * * * * * * 02:00 * * * * * * * * * * * * * * * 03:00 * * * * * * * * * * * * * * * 04:00 * * * * * * * * * * * * * * * 05:00 * * * * * * * * * * * * * * * 06:00 * * * * * * * * * * * * * * * 07:00 * * * * * * * * * * * * * * * 08:00 * * * * * * * * * * * * * * * 09:00 * * * * * * * * * * * * * * * 10:00 * * * * * * * * * * * * * * * 11: PM : : : : : : : : : : : Total Daily 15th Percentile : 23 MPH 50th Percentile : 28 MPH 85th Percentile : 33 MPH 95th Percentile : 35 MPH Mean Speed(Average) : 28 MPH 10 MPH Pace Speed : MPH Number in Pace : 96 Percent in Pace : 72.2% Number of Vehicles > 25 MPH : 96 Percent of Vehicles > 25 MPH : 72.6%

65 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 2 EB Start Time Total 04/04/ : : : : : : : : : : : PM : : : : : : : : : : : Total Daily 15th Percentile : 22 MPH 50th Percentile : 28 MPH 85th Percentile : 33 MPH 95th Percentile : 36 MPH Mean Speed(Average) : 28 MPH 10 MPH Pace Speed : MPH Number in Pace : 180 Percent in Pace : 63.2% Number of Vehicles > 25 MPH : 200 Percent of Vehicles > 25 MPH : 70.0%

66 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 3 EB Start Time Total 04/05/ : : : : : : : : : : : PM * * * * * * * * * * * * * * * 13:00 * * * * * * * * * * * * * * * 14:00 * * * * * * * * * * * * * * * 15:00 * * * * * * * * * * * * * * * 16:00 * * * * * * * * * * * * * * * 17:00 * * * * * * * * * * * * * * * 18:00 * * * * * * * * * * * * * * * 19:00 * * * * * * * * * * * * * * * 20:00 * * * * * * * * * * * * * * * 21:00 * * * * * * * * * * * * * * * 22:00 * * * * * * * * * * * * * * * 23:00 * * * * * * * * * * * * * * * Total Daily 15th Percentile : 22 MPH 50th Percentile : 27 MPH 85th Percentile : 33 MPH 95th Percentile : 36 MPH Mean Speed(Average) : 28 MPH 10 MPH Pace Speed : MPH Number in Pace : 99 Percent in Pace : 68.3% Number of Vehicles > 25 MPH : 97 Percent of Vehicles > 25 MPH : 66.9% Grand Total Overall 15th Percentile : 22 MPH 50th Percentile : 28 MPH 85th Percentile : 33 MPH 95th Percentile : 36 MPH Mean Speed(Average) : 28 MPH 10 MPH Pace Speed : MPH Number in Pace : 370 Percent in Pace : 65.7% Number of Vehicles > 25 MPH : 393 Percent of Vehicles > 25 MPH : 69.8%

67 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 4 WB Start Time Total 04/03/17 * * * * * * * * * * * * * * * 01:00 * * * * * * * * * * * * * * * 02:00 * * * * * * * * * * * * * * * 03:00 * * * * * * * * * * * * * * * 04:00 * * * * * * * * * * * * * * * 05:00 * * * * * * * * * * * * * * * 06:00 * * * * * * * * * * * * * * * 07:00 * * * * * * * * * * * * * * * 08:00 * * * * * * * * * * * * * * * 09:00 * * * * * * * * * * * * * * * 10:00 * * * * * * * * * * * * * * * 11: PM : : : : : : : : : : : Total Daily 15th Percentile : 20 MPH 50th Percentile : 25 MPH 85th Percentile : 30 MPH 95th Percentile : 33 MPH Mean Speed(Average) : 25 MPH 10 MPH Pace Speed : MPH Number in Pace : 155 Percent in Pace : 73.5% Number of Vehicles > 25 MPH : 110 Percent of Vehicles > 25 MPH : 52.1%

68 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 5 WB Start Time Total 04/04/ : : : : : : : : : : : PM : : : : : : : : : : : Total Daily 15th Percentile : 20 MPH 50th Percentile : 24 MPH 85th Percentile : 29 MPH 95th Percentile : 32 MPH Mean Speed(Average) : 24 MPH 10 MPH Pace Speed : MPH Number in Pace : 195 Percent in Pace : 74.1% Number of Vehicles > 25 MPH : 124 Percent of Vehicles > 25 MPH : 47.3%

69 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 6 WB Start Time Total 04/05/ : : : : : : : : : : : PM * * * * * * * * * * * * * * * 13:00 * * * * * * * * * * * * * * * 14:00 * * * * * * * * * * * * * * * 15:00 * * * * * * * * * * * * * * * 16:00 * * * * * * * * * * * * * * * 17:00 * * * * * * * * * * * * * * * 18:00 * * * * * * * * * * * * * * * 19:00 * * * * * * * * * * * * * * * 20:00 * * * * * * * * * * * * * * * 21:00 * * * * * * * * * * * * * * * 22:00 * * * * * * * * * * * * * * * 23:00 * * * * * * * * * * * * * * * Total Daily 15th Percentile : 17 MPH 50th Percentile : 23 MPH 85th Percentile : 29 MPH 95th Percentile : 32 MPH Mean Speed(Average) : 23 MPH 10 MPH Pace Speed : MPH Number in Pace : 48 Percent in Pace : 72.7% Number of Vehicles > 25 MPH : 24 Percent of Vehicles > 25 MPH : 37.1% Grand Total Overall 15th Percentile : 20 MPH 50th Percentile : 24 MPH 85th Percentile : 29 MPH 95th Percentile : 32 MPH Mean Speed(Average) : 25 MPH 10 MPH Pace Speed : MPH Number in Pace : 398 Percent in Pace : 73.7% Number of Vehicles > 25 MPH : 259 Percent of Vehicles > 25 MPH : 48.0%

70 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 7 EB, WB Start Time Total 04/03/17 * * * * * * * * * * * * * * * 01:00 * * * * * * * * * * * * * * * 02:00 * * * * * * * * * * * * * * * 03:00 * * * * * * * * * * * * * * * 04:00 * * * * * * * * * * * * * * * 05:00 * * * * * * * * * * * * * * * 06:00 * * * * * * * * * * * * * * * 07:00 * * * * * * * * * * * * * * * 08:00 * * * * * * * * * * * * * * * 09:00 * * * * * * * * * * * * * * * 10:00 * * * * * * * * * * * * * * * 11: PM : : : : : : : : : : : Total Daily 15th Percentile : 21 MPH 50th Percentile : 26 MPH 85th Percentile : 31 MPH 95th Percentile : 34 MPH Mean Speed(Average) : 26 MPH 10 MPH Pace Speed : MPH Number in Pace : 242 Percent in Pace : 70.3% Number of Vehicles > 25 MPH : 206 Percent of Vehicles > 25 MPH : 60.0%

71 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 8 EB, WB Start Time Total 04/04/ : : : : : : : : : : : PM : : : : : : : : : : : Total Daily 15th Percentile : 20 MPH 50th Percentile : 26 MPH 85th Percentile : 32 MPH 95th Percentile : 35 MPH Mean Speed(Average) : 26 MPH 10 MPH Pace Speed : MPH Number in Pace : 349 Percent in Pace : 63.7% Number of Vehicles > 25 MPH : 324 Percent of Vehicles > 25 MPH : 59.1%

72 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 9 EB, WB Start Time Total 04/05/ : : : : : : : : : : : PM * * * * * * * * * * * * * * * 13:00 * * * * * * * * * * * * * * * 14:00 * * * * * * * * * * * * * * * 15:00 * * * * * * * * * * * * * * * 16:00 * * * * * * * * * * * * * * * 17:00 * * * * * * * * * * * * * * * 18:00 * * * * * * * * * * * * * * * 19:00 * * * * * * * * * * * * * * * 20:00 * * * * * * * * * * * * * * * 21:00 * * * * * * * * * * * * * * * 22:00 * * * * * * * * * * * * * * * 23:00 * * * * * * * * * * * * * * * Total Daily 15th Percentile : 21 MPH 50th Percentile : 25 MPH 85th Percentile : 32 MPH 95th Percentile : 35 MPH Mean Speed(Average) : 27 MPH 10 MPH Pace Speed : MPH Number in Pace : 139 Percent in Pace : 65.9% Number of Vehicles > 25 MPH : 122 Percent of Vehicles > 25 MPH : 57.6% Grand Total Overall 15th Percentile : 21 MPH 50th Percentile : 26 MPH 85th Percentile : 31 MPH 95th Percentile : 35 MPH Mean Speed(Average) : 26 MPH 10 MPH Pace Speed : MPH Number in Pace : 730 Percent in Pace : 66.2% Number of Vehicles > 25 MPH : 652 Percent of Vehicles > 25 MPH : 59.1%

73 Traffic Calming Study Timber Bend Subdivision Catalpa Drive 53 of 59

74 Timber Bend Speed Data Summary Location B Counter Catalpa W of Leaf Traffic Calming Study Timber Bend Subdivision Catalpa Drive 54 of 59

75 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 1 EB Start Time Total 04/03/17 * * * * * * * * * * * * * * * 01:00 * * * * * * * * * * * * * * * 02:00 * * * * * * * * * * * * * * * 03:00 * * * * * * * * * * * * * * * 04:00 * * * * * * * * * * * * * * * 05:00 * * * * * * * * * * * * * * * 06:00 * * * * * * * * * * * * * * * 07:00 * * * * * * * * * * * * * * * 08:00 * * * * * * * * * * * * * * * 09:00 * * * * * * * * * * * * * * * 10:00 * * * * * * * * * * * * * * * 11: PM : : : : : : : : : : : Total Daily 15th Percentile : 4 MPH 50th Percentile : 13 MPH 85th Percentile : 22 MPH 95th Percentile : 26 MPH Mean Speed(Average) : 14 MPH 10 MPH Pace Speed : MPH Number in Pace : 38 Percent in Pace : 39.6% Number of Vehicles > 25 MPH : 8 Percent of Vehicles > 25 MPH : 8.3%

76 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 2 EB Start Time Total 04/04/ : : : : : : : : : : : PM : : : : : : : : : : : Total Daily 15th Percentile : 4 MPH 50th Percentile : 16 MPH 85th Percentile : 24 MPH 95th Percentile : 27 MPH Mean Speed(Average) : 16 MPH 10 MPH Pace Speed : MPH Number in Pace : 73 Percent in Pace : 43.2% Number of Vehicles > 25 MPH : 22 Percent of Vehicles > 25 MPH : 13.0%

77 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 3 EB Start Time Total 04/05/ : : : : : : : : : : : PM :00 * * * * * * * * * * * * * * * 14:00 * * * * * * * * * * * * * * * 15:00 * * * * * * * * * * * * * * * 16:00 * * * * * * * * * * * * * * * 17:00 * * * * * * * * * * * * * * * 18:00 * * * * * * * * * * * * * * * 19:00 * * * * * * * * * * * * * * * 20:00 * * * * * * * * * * * * * * * 21:00 * * * * * * * * * * * * * * * 22:00 * * * * * * * * * * * * * * * 23:00 * * * * * * * * * * * * * * * Total Daily 15th Percentile : 7 MPH 50th Percentile : 21 MPH 85th Percentile : 26 MPH 95th Percentile : 30 MPH Mean Speed(Average) : 20 MPH 10 MPH Pace Speed : MPH Number in Pace : 33 Percent in Pace : 55.0% Number of Vehicles > 25 MPH : 18 Percent of Vehicles > 25 MPH : 29.2% Grand Total Overall 15th Percentile : 4 MPH 50th Percentile : 16 MPH 85th Percentile : 24 MPH 95th Percentile : 27 MPH Mean Speed(Average) : 16 MPH 10 MPH Pace Speed : MPH Number in Pace : 137 Percent in Pace : 42.2% Number of Vehicles > 25 MPH : 48 Percent of Vehicles > 25 MPH : 14.6%

78 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 4 WB Start Time Total 04/03/17 * * * * * * * * * * * * * * * 01:00 * * * * * * * * * * * * * * * 02:00 * * * * * * * * * * * * * * * 03:00 * * * * * * * * * * * * * * * 04:00 * * * * * * * * * * * * * * * 05:00 * * * * * * * * * * * * * * * 06:00 * * * * * * * * * * * * * * * 07:00 * * * * * * * * * * * * * * * 08:00 * * * * * * * * * * * * * * * 09:00 * * * * * * * * * * * * * * * 10:00 * * * * * * * * * * * * * * * 11: PM : : : : : : : : : : : Total Daily 15th Percentile : 7 MPH 50th Percentile : 21 MPH 85th Percentile : 26 MPH 95th Percentile : 30 MPH Mean Speed(Average) : 20 MPH 10 MPH Pace Speed : MPH Number in Pace : 48 Percent in Pace : 54.5% Number of Vehicles > 25 MPH : 23 Percent of Vehicles > 25 MPH : 26.1%

79 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 5 WB Start Time Total 04/04/ : : : : : : : : : : : PM : : : : : : : : : : : Total Daily 15th Percentile : 6 MPH 50th Percentile : 20 MPH 85th Percentile : 25 MPH 95th Percentile : 27 MPH Mean Speed(Average) : 18 MPH 10 MPH Pace Speed : MPH Number in Pace : 77 Percent in Pace : 53.1% Number of Vehicles > 25 MPH : 28 Percent of Vehicles > 25 MPH : 19.0%

80 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 6 WB Start Time Total 04/05/ : : : : : : : : : : : PM :00 * * * * * * * * * * * * * * * 14:00 * * * * * * * * * * * * * * * 15:00 * * * * * * * * * * * * * * * 16:00 * * * * * * * * * * * * * * * 17:00 * * * * * * * * * * * * * * * 18:00 * * * * * * * * * * * * * * * 19:00 * * * * * * * * * * * * * * * 20:00 * * * * * * * * * * * * * * * 21:00 * * * * * * * * * * * * * * * 22:00 * * * * * * * * * * * * * * * 23:00 * * * * * * * * * * * * * * * Total Daily 15th Percentile : 4 MPH 50th Percentile : 15 MPH 85th Percentile : 24 MPH 95th Percentile : 28 MPH Mean Speed(Average) : 16 MPH 10 MPH Pace Speed : MPH Number in Pace : 24 Percent in Pace : 40.7% Number of Vehicles > 25 MPH : 8 Percent of Vehicles > 25 MPH : 12.7% Grand Total Overall 15th Percentile : 6 MPH 50th Percentile : 20 MPH 85th Percentile : 25 MPH 95th Percentile : 28 MPH Mean Speed(Average) : 18 MPH 10 MPH Pace Speed : MPH Number in Pace : 146 Percent in Pace : 50.0% Number of Vehicles > 25 MPH : 58 Percent of Vehicles > 25 MPH : 19.9%

81 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 7 EB, WB Start Time Total 04/03/17 * * * * * * * * * * * * * * * 01:00 * * * * * * * * * * * * * * * 02:00 * * * * * * * * * * * * * * * 03:00 * * * * * * * * * * * * * * * 04:00 * * * * * * * * * * * * * * * 05:00 * * * * * * * * * * * * * * * 06:00 * * * * * * * * * * * * * * * 07:00 * * * * * * * * * * * * * * * 08:00 * * * * * * * * * * * * * * * 09:00 * * * * * * * * * * * * * * * 10:00 * * * * * * * * * * * * * * * 11: PM : : : : : : : : : : : Total Daily 15th Percentile : 5 MPH 50th Percentile : 17 MPH 85th Percentile : 25 MPH 95th Percentile : 28 MPH Mean Speed(Average) : 17 MPH 10 MPH Pace Speed : MPH Number in Pace : 80 Percent in Pace : 43.5% Number of Vehicles > 25 MPH : 31 Percent of Vehicles > 25 MPH : 16.8%

82 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 8 EB, WB Start Time Total 04/04/ : : : : : : : : : : : PM : : : : : : : : : : : Total Daily 15th Percentile : 5 MPH 50th Percentile : 18 MPH 85th Percentile : 25 MPH 95th Percentile : 27 MPH Mean Speed(Average) : 17 MPH 10 MPH Pace Speed : MPH Number in Pace : 147 Percent in Pace : 46.8% Number of Vehicles > 25 MPH : 50 Percent of Vehicles > 25 MPH : 15.8%

83 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 9 EB, WB Start Time Total 04/05/ : : : : : : : : : : : PM :00 * * * * * * * * * * * * * * * 14:00 * * * * * * * * * * * * * * * 15:00 * * * * * * * * * * * * * * * 16:00 * * * * * * * * * * * * * * * 17:00 * * * * * * * * * * * * * * * 18:00 * * * * * * * * * * * * * * * 19:00 * * * * * * * * * * * * * * * 20:00 * * * * * * * * * * * * * * * 21:00 * * * * * * * * * * * * * * * 22:00 * * * * * * * * * * * * * * * 23:00 * * * * * * * * * * * * * * * Total Daily 15th Percentile : 5 MPH 50th Percentile : 19 MPH 85th Percentile : 25 MPH 95th Percentile : 29 MPH Mean Speed(Average) : 18 MPH 10 MPH Pace Speed : MPH Number in Pace : 54 Percent in Pace : 45.4% Number of Vehicles > 25 MPH : 25 Percent of Vehicles > 25 MPH : 21.0% Grand Total Overall 15th Percentile : 5 MPH 50th Percentile : 18 MPH 85th Percentile : 25 MPH 95th Percentile : 28 MPH Mean Speed(Average) : 17 MPH 10 MPH Pace Speed : MPH Number in Pace : 281 Percent in Pace : 45.5% Number of Vehicles > 25 MPH : 106 Percent of Vehicles > 25 MPH : 17.1%

84 Traffic Calming Study Timber Bend Subdivision Catalpa Drive 55 of 59

85 Timber Bend Speed Data Summary Location C Counter Catalpa N of White Alder Traffic Calming Study Timber Bend Subdivision Catalpa Drive 56 of 59

86 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 1 NB Start Time Total 04/03/17 * * * * * * * * * * * * * * * 01:00 * * * * * * * * * * * * * * * 02:00 * * * * * * * * * * * * * * * 03:00 * * * * * * * * * * * * * * * 04:00 * * * * * * * * * * * * * * * 05:00 * * * * * * * * * * * * * * * 06:00 * * * * * * * * * * * * * * * 07:00 * * * * * * * * * * * * * * * 08:00 * * * * * * * * * * * * * * * 09:00 * * * * * * * * * * * * * * * 10: : PM : : : : : : : : : : : Total Daily 15th Percentile : 7 MPH 50th Percentile : 20 MPH 85th Percentile : 23 MPH 95th Percentile : 25 MPH Mean Speed(Average) : 18 MPH 10 MPH Pace Speed : MPH Number in Pace : 160 Percent in Pace : 65.3% Number of Vehicles > 25 MPH : 21 Percent of Vehicles > 25 MPH : 8.4%

87 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 2 NB Start Time Total 04/04/ : : : : : : : : : : : PM : : : : : : : : : : : Total Daily 15th Percentile : 7 MPH 50th Percentile : 20 MPH 85th Percentile : 23 MPH 95th Percentile : 25 MPH Mean Speed(Average) : 18 MPH 10 MPH Pace Speed : MPH Number in Pace : 182 Percent in Pace : 63.9% Number of Vehicles > 25 MPH : 24 Percent of Vehicles > 25 MPH : 8.6%

88 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 3 NB Start Time Total 04/05/ : : : : : : : : : : : PM * * * * * * * * * * * * * * * 13:00 * * * * * * * * * * * * * * * 14:00 * * * * * * * * * * * * * * * 15:00 * * * * * * * * * * * * * * * 16:00 * * * * * * * * * * * * * * * 17:00 * * * * * * * * * * * * * * * 18:00 * * * * * * * * * * * * * * * 19:00 * * * * * * * * * * * * * * * 20:00 * * * * * * * * * * * * * * * 21:00 * * * * * * * * * * * * * * * 22:00 * * * * * * * * * * * * * * * 23:00 * * * * * * * * * * * * * * * Total Daily 15th Percentile : 5 MPH 50th Percentile : 18 MPH 85th Percentile : 23 MPH 95th Percentile : 25 MPH Mean Speed(Average) : 16 MPH 10 MPH Pace Speed : MPH Number in Pace : 42 Percent in Pace : 56.8% Number of Vehicles > 25 MPH : 4 Percent of Vehicles > 25 MPH : 5.4% Grand Total Overall 15th Percentile : 7 MPH 50th Percentile : 20 MPH 85th Percentile : 23 MPH 95th Percentile : 25 MPH Mean Speed(Average) : 18 MPH 10 MPH Pace Speed : MPH Number in Pace : 384 Percent in Pace : 63.6% Number of Vehicles > 25 MPH : 49 Percent of Vehicles > 25 MPH : 8.1%

89 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 4 SB Start Time Total 04/03/17 * * * * * * * * * * * * * * * 01:00 * * * * * * * * * * * * * * * 02:00 * * * * * * * * * * * * * * * 03:00 * * * * * * * * * * * * * * * 04:00 * * * * * * * * * * * * * * * 05:00 * * * * * * * * * * * * * * * 06:00 * * * * * * * * * * * * * * * 07:00 * * * * * * * * * * * * * * * 08:00 * * * * * * * * * * * * * * * 09:00 * * * * * * * * * * * * * * * 10: : PM : : : : : : : : : : : Total Daily 15th Percentile : 7 MPH 50th Percentile : 21 MPH 85th Percentile : 25 MPH 95th Percentile : 26 MPH Mean Speed(Average) : 19 MPH 10 MPH Pace Speed : MPH Number in Pace : 103 Percent in Pace : 65.2% Number of Vehicles > 25 MPH : 25 Percent of Vehicles > 25 MPH : 15.8%

90 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 5 SB Start Time Total 04/04/ : : : : : : : : : : : PM : : : : : : : : : : : Total Daily 15th Percentile : 10 MPH 50th Percentile : 21 MPH 85th Percentile : 24 MPH 95th Percentile : 26 MPH Mean Speed(Average) : 20 MPH 10 MPH Pace Speed : MPH Number in Pace : 220 Percent in Pace : 71.4% Number of Vehicles > 25 MPH : 44 Percent of Vehicles > 25 MPH : 14.4%

91 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 6 SB Start Time Total 04/05/ : : : : : : : : : : : PM * * * * * * * * * * * * * * * 13:00 * * * * * * * * * * * * * * * 14:00 * * * * * * * * * * * * * * * 15:00 * * * * * * * * * * * * * * * 16:00 * * * * * * * * * * * * * * * 17:00 * * * * * * * * * * * * * * * 18:00 * * * * * * * * * * * * * * * 19:00 * * * * * * * * * * * * * * * 20:00 * * * * * * * * * * * * * * * 21:00 * * * * * * * * * * * * * * * 22:00 * * * * * * * * * * * * * * * 23:00 * * * * * * * * * * * * * * * Total Daily 15th Percentile : 8 MPH 50th Percentile : 21 MPH 85th Percentile : 24 MPH 95th Percentile : 26 MPH Mean Speed(Average) : 19 MPH 10 MPH Pace Speed : MPH Number in Pace : 103 Percent in Pace : 67.8% Number of Vehicles > 25 MPH : 18 Percent of Vehicles > 25 MPH : 11.5% Grand Total Overall 15th Percentile : 9 MPH 50th Percentile : 21 MPH 85th Percentile : 24 MPH 95th Percentile : 26 MPH Mean Speed(Average) : 19 MPH 10 MPH Pace Speed : MPH Number in Pace : 426 Percent in Pace : 68.9% Number of Vehicles > 25 MPH : 87 Percent of Vehicles > 25 MPH : 14.1%

92 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 7 NB, SB Start Time Total 04/03/17 * * * * * * * * * * * * * * * 01:00 * * * * * * * * * * * * * * * 02:00 * * * * * * * * * * * * * * * 03:00 * * * * * * * * * * * * * * * 04:00 * * * * * * * * * * * * * * * 05:00 * * * * * * * * * * * * * * * 06:00 * * * * * * * * * * * * * * * 07:00 * * * * * * * * * * * * * * * 08:00 * * * * * * * * * * * * * * * 09:00 * * * * * * * * * * * * * * * 10: : PM : : : : : : : : : : : Total Daily 15th Percentile : 7 MPH 50th Percentile : 20 MPH 85th Percentile : 24 MPH 95th Percentile : 26 MPH Mean Speed(Average) : 18 MPH 10 MPH Pace Speed : MPH Number in Pace : 258 Percent in Pace : 64.0% Number of Vehicles > 25 MPH : 46 Percent of Vehicles > 25 MPH : 11.3%

93 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 8 NB, SB Start Time Total 04/04/ : : : : : : : : : : : PM : : : : : : : : : : : Total Daily 15th Percentile : 8 MPH 50th Percentile : 21 MPH 85th Percentile : 24 MPH 95th Percentile : 26 MPH Mean Speed(Average) : 19 MPH 10 MPH Pace Speed : MPH Number in Pace : 401 Percent in Pace : 67.6% Number of Vehicles > 25 MPH : 69 Percent of Vehicles > 25 MPH : 11.6%

94 Traffic Engineering, Inc. Chet M. Skwarcan, PE Page 9 NB, SB Start Time Total 04/05/ : : : : : : : : : : : PM * * * * * * * * * * * * * * * 13:00 * * * * * * * * * * * * * * * 14:00 * * * * * * * * * * * * * * * 15:00 * * * * * * * * * * * * * * * 16:00 * * * * * * * * * * * * * * * 17:00 * * * * * * * * * * * * * * * 18:00 * * * * * * * * * * * * * * * 19:00 * * * * * * * * * * * * * * * 20:00 * * * * * * * * * * * * * * * 21:00 * * * * * * * * * * * * * * * 22:00 * * * * * * * * * * * * * * * 23:00 * * * * * * * * * * * * * * * Total Daily 15th Percentile : 7 MPH 50th Percentile : 20 MPH 85th Percentile : 24 MPH 95th Percentile : 25 MPH Mean Speed(Average) : 18 MPH 10 MPH Pace Speed : MPH Number in Pace : 144 Percent in Pace : 63.7% Number of Vehicles > 25 MPH : 22 Percent of Vehicles > 25 MPH : 9.5% Grand Total Overall 15th Percentile : 7 MPH 50th Percentile : 21 MPH 85th Percentile : 24 MPH 95th Percentile : 25 MPH Mean Speed(Average) : 19 MPH 10 MPH Pace Speed : MPH Number in Pace : 800 Percent in Pace : 65.5% Number of Vehicles > 25 MPH : 136 Percent of Vehicles > 25 MPH : 11.1%

95 Traffic Calming Study Timber Bend Subdivision Catalpa Drive 57 of 59

96 Appendix E Five Year Accident Data Traffic Calming Study Timber Bend Subdivision Catalpa Drive 58 of 59

97 Traffic Calming Study Timber Bend Subdivision Catalpa Drive 59 of 59