By The Woodlander Blog | November 04, 2010 at 02:40 PM EDT | No Comments
Problems with Traffic Calming Projects
Seconds Count provides traffic calming information often overlooked or deliberately supressed by anti-car activists, transportation planners and government representatives.
We are regularly adding resources. Look for the notation NEW LINK when you return.
"Speed Humps - A Painful Solution" http://www.bromleytransport.org.uk/Humps.htm (link added September 2005) "... the objections to speed humps." Bromley Borough Roads Action Group, regularly updated
"This and That - The speed bump dilemma" http://www.tbnweekly.com/content_articles/101905_vpt-02.txt (link added January 2006) " The bumps are designed to sidetrack traffic to other streets and residential areas, causing increased risks to children who live in these neighborhoods. Diverted traffic means more travel time and further risks of accidents." Thomas Michalski, Tampa Bay Newspapers Online, October 19, 2005
"Takes issue with speed humps" - letter to editor in response to above article http://www.tbnweekly.com/content_articles/102805_pol-06.txt?archiveview (link added January 2006) " The anecdotal evidence reported by and about people with disabilities is backed up in the UK’s Transport Research Laboratory publication titled, “Impact of road humps on vehicles and their occupants” (TRL-614). From their limited model and study, the authors reported there were no problems EXCEPT for people with certain “medical conditions” and for folks riding in certain vehicles (such as the passengers in London taxicabs)." Tampa Bay Newspapers Online, October 28, 2005
Analysis of Flawed Science
"Oakland's Study Falsely Finds Humps Make Streets Safer for Children" http://ti.org/vaupdate63.html - html version (link added August 2006) http://secondscount.org/reviewtesterajph.pdf - pdf version with references included "To top it off, the paper relied on data showing when speed humps were installed on Oakland streets after 1995. Yet, in correspondence, the authors admit that an unknown number of Oakland streets -- at least 125 -- had speed humps installed before 1995. Since these were not in their database, any accidents on those streets would have been counted as accidents on streets without speed humps. This error could easily account for the differences, statistically insignificant though they may be, estimated by the paper." Randal O'Toole and Kathleen Calongne, Independence Institute Center for the American Dream, August 12, 2006 (An analysis of "A matched Case-Control Study Evaluating the Effectiveness of Speed Humps in Reducing Child Pedestrian Injuries", Tester JM, Rutherford GW, Wald Z, Rutherford MW., American Journal of Public Health, 2004; 94:646-650.)
Analysis of Negative Impacts on Emergency Response
"Speed hump research and emergency ambulance responses" http://www.belchamber.org/speedhumps/ (link added June 2005) Mark Belchamber BSc (Hons), SR Para, AASI, June 2003
"Traffic Calming Programs and Emergency Response: A Competition of Two Public Goods" http://www.secondscount.org/Bunte2000.pdf (link added July 2005) Les Bunte, May 2000
"Six Minutes to Live or Die" http://www.secondscount.org/ambresptimes.html (link added January 2006) "People die needlessly because some cities fail to make basic, often inexpensive changes in the way they deploy ambulances, paramedics and fire trucks." Robert Davis, Mary Grote, In-Sung Yoo and Rati Bishnoi, USA Today, July 28-30, 2003
"Speed trapped " http://www.orlandoweekly.com/features/story.asp?id=1887 (link added September 2005) "It is accepted, however, that speed humps do slow emergency vehicles, be it ambulances or fire trucks, and Regency Park residents fear those delays may end up costing lives." Orlando Weekly, August 16, 2000
Impacts on Access for Persons with Disabilities
"Delivering on the Promise " Self-Evaluation to Promote Community Living for People with Disabilities Report to the President on Executive Order 13217 VII. What transportation and transportation-relate barriers to full community inclusion are there to people with disabilities? Speed Bumps and Humps http://www.hhs.gov/newfreedom/final/dotfull.html#descript (link added August 2005) or http://www.hhs.gov/newfreedom/final/pdf/dot.pdf (link added August 2005) (In pdf format, see pages 26 and 27.) U.S. Department of Transportation, Last revised: October 14, 2003
"TRL614 - Impact of road humps on vehicles and their occupants" http://www.secondscount.org/TRL614abstract.pdf (link added January 2007) "Based on these predictions, it is considered that vehicle occupants are very unlikely to be injured as a result of single or repeated traversing of road humps. The exceptions to this statement are people with pre-existing conditions that result in either degenerated discs or weak bones, in which case they could be more susceptible to injury depending on the seriousness of their condition." J Kennedy, C Oakley, S Suman, I Parry (TRL Limited) and E Wilkinson, J Brown (Millbrook Proving Ground Ltd), Transport Research Laboratory, 2004 NOTE: - Unlike the original abstract posted to the TRL website, the current description - http://www.trl.co.uk/store/report_detail.asp?srid=5477&pid=108 - does not mention the exception for pre-existing medical conditions.
San Francisco, The Mayor's Disability Council, Resolution 2001-02 Traffic Calming http://www.sfhrc.org/site/sfmdc_page.asp?id=5809 (link added September 2005) "RESOLVED, that ... the Council, based on testimony from members of the disability community and testing by members of the Council, does not support the use of vertical deflection traffic calming solutions." The Mayor's Disability Council, "Resolution 2001-02 Traffic Calming", July 2001
Pain - Paratransit User (Note: Paratransit is one term for the accessible alternative to fixed route bus service.) http://www.thisisoxfordshire.co.uk/oxfordshire/archive/2003/01/14/ALLNEWS2ZM.html (link added August 2005) "... she was a prisoner in her own home because speed humps made road travel unbearably painful for her." This is Oxfordshire, " 'Digger' has global appeal", January 14, 2003
Fatality - Pedestrian using Wheelchair (Note: Speed humps can create barriers or hazards for pedestrians when sidewalks are not available or not accessible.) http://www.berkeleydailyplanet.com/article.cfm?ArchiveDate=09-23-03&storyID=17440 (link added August 2005) "Lupke’s closest alternatives to Ashby — Russell Street to the north and Prince Street to the south — have speed bumps which are painful for some disabled people to traverse. Fred avoided speed bumps if he could ...” Berkeley Daily Planet, "Lupke’s Accident Spotlights Danger", September 23, 2003
Traffic Safety Advocates Acknowledge Problems
"... you’ve got traffic braking to go -- bump, bump -- over the speed bump and then speeding up between ..." http://www.secondscount.org/engwicht.html (link added November 2005) "“Speed bumps aren’t the panacea that a lot of people think they are because …. somebody has to put up with the noise of people going over them outside their house and, interestingly enough, the people between the speed bumps have to put up with faster traffic.” Clark (County) Vancouver TV, David Engwicht, October 19, 2005
By The Woodlander Blog | November 04, 2010 at 02:31 PM EDT | No Comments
Prepared by the National Motorists Association (www.motorists.org) Traffic Calming Fact Sheet
The term “traffic calming” is simply a device to put a favorable spin on tactics used to obstruct, divert and slow traffic.
Although proponents usually couch their complaints in terms like “speeders” and “reckless drivers,” the true irritant for “traffic calming” advocates is “heavy” traffic.
Their desired objective is to divert traffic to other streets outside their neighborhood. The devices employed to accomplish this diversion of traffic include stop signs, speed humps and bumps, lane narrowing obstructions, and absurdly low speed limits.
Increased traffic on residential streets is often caused by misguided and ill-informed management of the main arterials and collector streets. These streets are designed to carry most of the traffic, keeping it off of residential streets.
The solution to this problem is not to further obstruct traffic flow by pushing the problem into someone else’s neighborhood.
The real solution is to upgrade and improve the traffic handling capabilities of main thoroughfares.
This means implementing physical improvements, as well as raising speed limits and synchronizing traffic controls to accommodate actual vehicle speeds. If main streets provide convenient access between home, work and shopping destinations, motorists will use them, versus alternate routes through residential neighborhoods.
There are several specific reasons why traffic calming should be avoided:
1) Traffic obstruction devices can increase response time for emergency vehicles.
When seconds matter, having to slow to pass over speed bumps and humps or navigate narrow roadways can mean the difference between life and death, or the loss of one’s home. The fact that some of these devices can seriously damage emergency vehicles and other vehicles along the roadway is also a concern.
2) Traffic obstruction devices can increase congestion on other streets and create problems in other neighborhoods.
If traffic obstruction devices divert traffic to other streets, they may compound congestion problems that already exist in those areas. If not successful in diverting traffic to other streets, traffic obstruction devices will compound congestion problems on the streets on which they are installed.
3. Traffic obstruction devices will increase vehicle wear and tear, air pollution, and noise.
Braking and accelerating in response to speed bumps, speed humps, stop signs, and traffic signals increases fuel consumption and emissions. This can contradict other efforts to reduce emissions and contribute to a community becoming or remaining a “non-attainment” air quality zone, thereby being subjected to federal mandates and restrictions.
4. Traffic obstruction devices can increase street maintenance costs. Speed bumps and humps impede plowing and street cleaning equipment. Removable devices may soon be available, although they will require additional labor to install and remove them. Municipalities must maintain and repair stop signs and traffic signals, at taxpayer expense, of course.
5. Traffic obstruction devices increase a community’s liability for accidents attributed to such devices.
6. Traffic obstruction devices may cause physical discomfort, even pain, for disabled persons or persons with physical ailments.
Being jolted or jostled by speed bumps and humps can be painful for persons with injuries or painful illnesses.
7. Traffic obstruction devices create neighborhood friction. Not all persons (not even most persons) on a given street will appreciate having to run an obstacle course every time they drive to or from home. Some traffic obstruction opponents blow their horns or yell verbal insults when having to slow or stop for speed bumps or humps. Frequently, the response to unnecessary stop signs is to ignore them.
Speed humps, which are different than speed bumps, are considered a traffic calming device, not a traffic control device, and there are no federal regulations governing the humps themselves. The United States Department of Transportation's (DOT) Federal Highway Administration (FHA) has standards regarding signage and roadway markings and makes recommendations about what signs and markings should be used for speed humps.
Difference Between Humps and Bumps
Speed humps are gently raised strips on the roadway that encourage you to reduce your speed. Humps are used on the road where vehicles are traveling above 20 miles per hour (mph) and encourage you to reduce your speed to 15 to 20 mph. Speed bumps are more severely raised strips. Bumps are usually used in parking lots where you are traveling less than 15 mph. You may need to slow to 5 mph to safely navigate the bump. Using a speed bump where speed limits are over 20 mph would cause damage to the vehicles traveling on the roadway.
Design
The FHA recommends the best speed hump design is one that gradually slopes. A 12-foot-wide speed hump that slopes gradually enough to make a four-inch change in vertical elevation is enough to reduce potential vehicle damage and reduce the amount of jarring experienced by the driver and passengers while still encouraging you to slow down. Speed humps should not be installed in the path of pedestrian crossings or curb ramps.
Signage and Markings
A speed hump warning sign should be 30-by-30 inches for a single-lane roadway or 36-by-36 inches for a multi-lane roadway. The minimum size sign is 24-by-24 inches and the maximum size is 48-by-48 inches. The speed hump sign should be accompanied by an advisory speed plaque to notify you of the suggested speed for traversing the hump.
Speed hump markings, if used on the roadway, must be white and placed on the hump to enhance its visibility. The markings should be 12 inches wide and form an arrow in the direction of travel.
Markings leading up to the hump should be a series of 12-inch-wide, transverse lines that become longer and are placed closer together as they get closer to the hump.
Considerations
Speeds humps are a low-cost speed control design that are generally used on residential streets. Placement of the speed hump should take into consideration the roadway drainage, potential noise if the route is used by large vehicles, aesthetics, sight distance limitations and whether or not the roadway is a bus route, primary emergency vehicle route or emergency evacuation route.
By The Woodlander Blog | November 04, 2010 at 02:24 PM EDT | No Comments
Comment by Maryanne Ford -
It has just come to my attention that a situation has arisen due to the speed bumps on Arrowwood and Aspen Roads that perhaps no one is aware of. I understand that the board unanimously agrees with the proposal to remove the speed bumps, in agreement with the local EMS and Fire Dept.'s request. Liability issues were cited in response time. I have perhaps a most unique perspective to add to the list of the reasons why these speed bumps should be removed. I am a pediatric homecare nurse living here in the Woodlands for more than 16 years now. Almost 8 years ago I was the first pediatric homecare nurse in Pike County to accompany a medically fragile/physically disabled child to and from school as part of my 9-10 hour shift's duties. Prior to this, children with severe medical fragility and with severe disabilities were home-schooled, or lived at residential medical facilities. I am happy to report that now in 2010, there are at least 10 nurses accompanying medically compromised/physcially disabled children to and from school each day in our district, in addition to caring for them with all of their medical needs, on a daily basis, so that these children can attend our local public schools just like their peers!
As a matter of fact, without citing individuals, many of these children live right here in our own community. You have all seen the small yellow school buses traveling our community's roads daily. We nurses ride these small yellow buses right alongside our little wheelchair-bound patients to ensure their safety and well-being during transit and to attend to their many medical needs, even while traveling. Unfortunately, one of my co-worker nurses, actually a young and healthy 20-something nurse, was bounced so high out of her seat on one of those buses while traveling down Aspen Road that she landed very hard on her coccyx bone injuring her spine, being forced to seek medical attention and put on light duty as a nurse in the office for a month instead of tending to her regular patient while the agency scrambles to replace her with a substitute nurse.
You ask, how can this happen? Well, I don't know if any of you have ridden a school bus in many years, but the small yellow buses hit the bumps, pot holes, etc. with much more force than the large buses. Think back seat of big buses where it would be fun to bounce when you were young. These small buses are much more compact, so it's like sitting in the back seat whether you are in the front seat or 2nd or 3rd seat. The wheelchair small yellow buses only have two rows of seats with no seats in the rest of the bus to allow wheelchairs to fit and be ratcheted down. We nurses are sometimes forced to sit on the edge of an aisle seat, or even backwards, to keep our eyes on our patients at all times, to be ready to jump up to help them should they need to be suctioned, or some such nursing duty. One reason the bus hit the speed bump with such force is that the bumps are not painted yellow right now, so it caught the driver by surprise. While this poor nurse was bounced up and slammed back down onto her tailbone, another nurse on the same bus has a bad back and stands up partially over each bump to avoid the bouncing that comes with that road. Many of the children who ride these buses have no head/neck control due to their diagnoses and are bumped and bounced around, and sometimes their faces are leaned up against the windows, so you can only imagine what could happen. Several of the children who ride these buses are very small, with feet not reaching the floor, and so nothing to reach the floor with to brace for the bumps. The children all wear special built in seat belt and/or harness systems, but they are still bounced around nonetheless. Don't get me wrong, these bus drivers are very careful, and practically come to a stop for each KNOWN road hazard as to not hit it with force, but you don't have to be traveling fast to have that much impact on these buses. While it is true that any nurse on duty injured on a school bus with their patient would be covered under worker's comp, why should all the children on these buses be subjected to the daily vigorous bouncing that these excessive speed bumps produce? It is unnecessary and alternate means of speed control should be enforced on our roads, esp. Aspen and Arrowwood Roads. I think just having painted visual speed limit or slow down signs directly on the pavement without the bumps would be reminder enough to slow down. Think Route 80 where the large diamonds are painted as visual reminders for PA bound commuters to drive at safe speed and distance.
In conclusion, the young nurse I mentioned is just about better now after a month of light duty, and will return to her job next week. I personally as a nurse don't have to travel those two specific Woodlands roads with my patients, but I do travel on many other roads. I would like to take this opportunity to add another safety tip to share with our neighbors, that it is very important to stay inside your cars and park along ONE side of the bus stop street entrance, not BOTH(except for a few specific busstops where the road entrance is more than wide enough to accommodate this), to ensure that the small yellow buses, along with firetrucks and ambulances, can pass as a two way street AT ANY TIME OF DAY EVEN AT SCHOOL BUS STOP PICK UP TIMES!!!! Just because you may be waiting for a school bus while parked does not mean that everyone else must wait too. Our neighbors have the right to come and go safely regardless of busstop times. I actually was on a bus on one of our roads one winter when a parent departing a busstop thought it easiest to drive backwards the short trip up the street, HEADING RIGHT FOR US ON THE SMALL YELLOW BUS!!! Turning around in the middle of a busstop street or Raymondskill Road should also be discouraged as the risk is too great(esp. on icy roads) The small inconvenience of pulling out to turn right or left until you can take another turn back to your part of the neighborhood is well worth the safety of all your neighbors. Thank you for your time and consideration in reviewing my letter as you reach a decision on the speed bumps next month. Sincerely,
Maryanne Ford 173 East Mulberry Drive Milford, PA 18337
By The Woodlander Blog | October 26, 2010 at 04:45 PM EDT | No Comments
There has been much discussion within the community regarding the speed bumps that has been placed along Aspen and Arrowwood.
At the Aug board meeting, the speed bumps were voted to be removed in a unanimous vote of the duly elected board members.
This decision came after careful debate in consideration of the many complaints we have received from local emergency EMS and Fire department officials. Concerns regarding the danger and liabilities of slowing their response time that could result in loss of lives and property.
These reasons as well as data showing the lack of effectiveness of speed bumps in slowing traffic, they were voted to be removed, and replaced with a more effective Radar gun and speed monitoring program by security.
However, due to points raised by some community members, it was voted at the Sept board meeting to shelve this issue to provide more time to collect data, and look into other alternatives, and place this back on the agenda for a new vote.
Case in point, no formal study was performed by the previous board as to the effectiveness in reducing speeders, safety, and potential hazards to emergency response times prior to installation of these speed bumps. We have placed this issue on the Nov 21 Board Meeting Agenda for open discussion. We invite all interested parties to gather facts and data to present all sides of this issue.
Based upon the information heard the Board will then vote again on the issue of speed bumps.
We thank you for your consideration.
PWLPOA BOARD
Pocono Woodland Lakes Property Owners Association PO Box C Milford, PA 18337 (570) 296-8511