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1880.0010.1G /May 2004 #2353 13353 Commerce Parkway Richmond, BC, V6V 3A1 Phone: (604) 273-8700 Fax: (604) 273-8752 Microsoft Excel.lnk District of Maple Ridge NEIGHBOURHOOD TRAFFIC
MANAGEMENT PRACTICE
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OF CONTENTS SUMMARY ........................................................................................................ II 1.0 INTRODUCTION......................................................
....................................1 2.0 WHY CONSIDER NEIGHBOURHOOD TRAFFIC MANAGEMENT?..................4 3.0 SCOPE OF NEIGHBOURHOOD TRAFFIC MANAGEMENT..............................7
4.0 ADMINISTRATION OF NEIGHBOURHOOD TRAFFIC MANAGEMENT ........11 4.1 MANAGING REQUESTS ................................................................................. 11 4.2 DEFINING
AND PRIORITIZING AREAS ................................................................ 13 4.3 FUNDING ...............................................................................................
.. 15 4.4 STAFF RESOURCES...................................................................................... 16 5.0 DEVELOPING TRAFFIC CALMING PLANS................................................
..18 5.1 PRINCIPLES OF TRAFFIC CALMING.................................................................... 18 5.2 THE PROCESS .........................................................................
.................. 20 5.3 AGENCY CONSULTATION IN THE TRAFFIC CALMING PROCESS.................................... 25 5.4 SCHEDULE.......................................................................
......................... 26 6.0 IMPLEMENTATION....................................................................................28 6.1 DESIGN, CONSTRUCTION & MONITORING ...........................
............................... 28 7.0 TRAFFIC CALMING MEASURES.................................................................30 7.1 MEASURES CONSIDERED FOR USE IN MAPLE RIDGE......................
......................... 30 7.2 MEASURES NOT RECOMMENDED FOR USE IN MAPLE RIDGE...................................... 36 7.3 DESIGN NOTES.............................................................
............................. 37 APPENDICES Appendix A Expanded Traffic Calming Process Appendix B Data Collection Guidelines This report is prepared for the sole use of the District
of Maple Ridge. No representations of any kind are made by Urban Systems Ltd. or its employees to any party with whom Urban Systems Ltd. does not have a contract.
District of Maple Ridge Neighbourhood Traffic Management Practice Page ii 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc SUMMARY
Neighbourhood traffic issues – such as high traffic volumes, short-cutting, and speeding – are a growing concern for many residents in the District of Maple Ridge. To demonstrate its
commitment to providing effective and successful traffic management plans for its neighbourhoods, and as part of the ICBC Safer City initiative, the District chose to develop a comprehensive
strategy to address neighbourhood traffic management through a Neighbourhood Traffic Management Practice. The Practice provides the District with a “made-in-Maple Ridge” approach to
developing and implementing traffic management plans that are requested and initiated by the community. These plans generally include a range of initiatives and physical measures, such
as awareness, education, enforcement, and traffic calming. The Practice is tailored to meet the community’s needs and reflects the current scope of issues within the municipality. It
is anticipated that this approach may evolve over time as residents’ experience with traffic management grows. The Neighbourhood Traffic Management Practice describes the District’s
approach to: · Administration of traffic management to ensure a fair and equitable approach to managing this issue that also reflects the available resources of the District. The Practice
outlines the District’s approach to dealing with key issues, such as resident requests for traffic management, defining and prioritizing neighbourhoods in which to prepare plans, and
funding the development and implementation of traffic management. The Practice also outlines several approaches to traffic management that could be used within the District, such as
awareness, education, and enforcement. In most cases, these approaches emphasize the involvement of community members as key players in the traffic management process. · Development
and implementation of successful traffic management plans, based on the experiences of other communities and what will work best for Maple Ridge. The Practice outlines the District’s
approach to the preparation and implementation of traffic management plans, and describes what devices will and will not be considered in the District. Administration The following
discussion highlights the District’s approach to administering the process of traffic management. · Responding to public requests. Even with a commitment to developing neighbourhood
traffic management plans, the District has chosen to define a customer-friendly process for informing the community on how neighbourhood traffic issues are to be dealt with and on the
process of traffic management. In general, the recommended process provides residents with a clear means of defining
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neighbourhood traffic issues and monitoring how and when these concerns may be addressed. Figure 1 below illustrates this process. Figure 1: Administering Public Requests for Traffic
Management Receive & Record Request Initiate Traffic Management Process over time Identify those responsible to address • Operations • Planning • Other Respond to Request Yes No Respond
to Request & Provide Informational Materials Consider Other Approaches Traffic Management Issue? · Defining and prioritizing study areas. Upon consideration of all identified traffic-related
concerns and requests, the District will define neighbourhood study areas, as necessary, in which to undertake full traffic management studies. Study boundaries will be carefully defined
to include those identified neighbourhood traffic issues and any corresponding areas that will also be impacted by a potential traffic management plan. As the number of requests grows,
the District will want to objectively prioritize neighbourhoods on an annual basis according to the evaluation system outlined in Table 1 below. Those neighbourhoods with the highest
overall points will be considered highest priority for traffic management projects. Table 1: Ranking of Neighbourhood Traffic Management Projects Criterion Points Basis for Point Assignment
Speed 0 to 50 85th-percentile speed of traffic on the primary road. Two points will be allocated for every kilometre per hour that the 85thpercentile speed is over the posted speed
limit, based on speed reader board information supplied by applicant and/or police, up to 50 points. Volume 0 to 50 Average daily traffic volume on the primary road. One point will
be allocated for every 100 daily vehicles, based on traffic count data from the speed reader program or municipal collection, up to 50 points. Vehicle Collisions 0 to 25 Average number
of vehicle collisions per year over the past three years, based on police reports. Five points will be allocated for each collision in an average year, up to 25 points. Elementary Schools
0 to 10 Five points assigned for each school zone along the primary street, up to 10 points. Road rehabilitation projects 0 to 10 Ten points assigned if rehabilitation project is planned
for the primary street, during which traffic management measures could be implemented. Pedestrian Generators 0 to 15 Five points assigned for each public facility (such as parks, community
centres, libraries, and high schools) that generates a significant number of pedestrians on the primary street, up to 15 points.
District of Maple Ridge Neighbourhood Traffic Management Practice Page iv 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc Criterion
Points Basis for Point Assignment Safe Route to School 0 to 5 Five points assigned for a designated safe route to school on the primary street. Bicycle Routes 0 to 5 Five points assigned
if the primary street is a designated bicycle route. Transit Routes 0 to 5 Five points assigned if the primary street accommodates transit service. Pedestrian Facilities 0 to 5 Five
points assigned if there is no continuous sidewalk (wide shoulder in rural areas) on at least one side of the primary street. Roadway Geometry 0 to 5 Five points assigned if locations
of poor road geometry are known to exist on the primary street. Total Points Possible 185 · Funding. As the District does not currently have a Traffic Management Program, additional
staff and financial resources will be needed for: - Plan development using internal and/or external resources that will involve the community in addressing neighbourhood traffic concerns.
- Implementation of approved measures, which includes design and construction of neighbourhood traffic calming measures. - Monitoring programs to measure the effectiveness of the traffic
management solutions that are implemented, and to make adjustments as necessary. - Operations and maintenance requirements that may increase slightly as a result of traffic calming
measures. The District of Maple Ridge does not currently fund traffic calming projects. Based on experiences in other communities, personnel and funding requirements can be extensive,
and the District’s commitments need to be managed in this regard. The additional costs to develop, implement, monitor, and maintain neighbourhood traffic management in the Maple Ridge
will be supported through the appropriation of general tax revenues, which will be reviewed on an annual basis. Consistent with the Community Charter, there may be opportunities to
use the local improvement program and the specified area approach in the event that neighbourhood groups come forward willing to partially fund the implementation of traffic management
measures within their communities. Development and Implementation The recommended approach to developing and implementing traffic calming in the District of Maple Ridge is briefly described
below. · Study process. Recognizing the extent of neighbourhood traffic issues today and the resources of the municipality, the District will use a streamlined process with community
involvement for developing plans. This three-phase process is illustrated in Figure 2 and briefly highlighted below.
District of Maple Ridge Neighbourhood Traffic Management Practice Page v 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc Figure
2: Neighbourhood Traffic Calming Process Initiate Traffic Calming Plan Community Interest? Respond to Request(s) Yes No Community Letter/Questionnaire Yes Collect Data Potential Solutions
Community Letter Council Approval? Implement PlanYes No Submit Plan to Council Community Support? No Yes STAGE 1 – Gauging Community Interest STAGE 2 – Developing the Plan STAGE 3 –
Plan Approval Refine Plan Refine Plan Major Changes Minor Changes Collect Preliminary Data - Gauging community interest – This phase of the process involves preparatory activities and
initiatives to increase awareness of the study, as well as gauging community interest in developing a plan. - Developing the plan – This phase of the process involves a thorough review
of all identified neighbourhood traffic concerns, data collection, and plan development with input and feedback from the community. - Plan approval – The final plan is presented to
Maple Ridge District Council for approval and funding. Additional revisions may be necessary to address outstanding concerns. · Traffic calming measures that may be considered for Maple
Ridge are identified based on experience in other communities and the desires of staff and Council. Table 2 below summarizes the potential applicability of desired traffic calming measures,
as well as other considerations, such as transit and emergency response routes. As shown in the table, some measures may be suitable for local and/or collector roads, but may not be
suitable for use if those roads are designated as emergency response routes and/or transit routes.
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2: Applicability of Traffic Calming Measures in Maple Ridge Road Classification Other Considerations Local Roads Collector Roads Emergency Response Routes Transit Routes Vertical Deflection
· Sidewalk Extension ü X X ü · Textured Crosswalk ü ü ü ü Horizontal Deflection · Chicane (one-lane) ü X X X · Curb Extension ü ü ü ü · Curb Radius Reduction ü ü ü1 X · On-Street Parking
ü ü ü ü · Raised Median Island ü ü ü ü · Traffic Circle ü ü X X · Road Diets ü ü ü ü Obstruction · Directional Closure ü ü X X · Raised Median Through Intersection ü X X X · Right-In/Right-Out
Island ü X X X Signage · Right-/Left-Turn Prohibition ü ü ü ü · Traffic Calmed Neighbourhood ü ü ü ü · Information Signage ü ü ü ü Key ü -suitable X – not suitable 1 Only where traffic
volumes are low. · Implementation of the approved plan involves the phasing and design of traffic calming measures, as well as defining a monitoring program subsequent to the installation
of measures. It is recommended that temporary measures be considered where possible to confirm their effectiveness and that monitoring programs be put in place to examine the performance
and impact of the measures.
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INTRODUCTION As the population of the Maple Ridge continues to grow, resident concerns regarding neighbourhood traffic issues are increasing. In particular, residents in some areas
of the District have become concerned about the impacts of frequent occurrences of speeding and short-cutting traffic on the quality of life within the community. In an effort to discourage
undesirable traffic patterns and/or unsafe travel behaviour, many municipalities have responded by implementing traffic management strategies, one component of which is typically traffic
calming. Other components that form an overall neighbourhood traffic management strategy include community awareness, education, and/or enforcement programs. Consideration of these
other components is an important aspect of an overall traffic management strategy for the municipality. Although traffic calming is viewed as a favourable and effective strategy to
manage neighbourhood traffic issues in most communities, some municipalities have only created more problems for themselves in the process of trying to apply traffic calming on their
streets. These problems may stem from not verifying or fully understanding the nature of the problems or implementing traffic calming measures on a street-by-street basis, which can
have negative impacts on adjacent streets due to spillover effects. In conjunction with the Safer City initiative being undertaken by the District and ICBC, Maple Ridge has chosen to
develop a Neighbourhood Traffic Management Practice as a proactive means of administering, preparing, implementing, and maintaining neighbourhood traffic management. Other communities
have found that the Practice lays the framework that may evolve as the District’s experience with (and potentially the community’s demand for) neighbourhood traffic management grows.
Without a clear Practice, fundamental issues are difficult to manage, ranging from which neighbourhoods are considered for traffic management to dealing with issues of liability through
standard design of traffic calming measures. It is important to emphasize, however, that the traffic management program will generally be driven by the community through the identification
of issues and potential solutions. This document is separated into seven sections, as follows: · Section 1.0 – Introduction. This section identifies the primary rationale for the preparation
of the Neighbourhood Traffic Management Practice and highlights the contents of the document. · Section 2.0 – Why Consider Neighbourhood Traffic Management? This section of the Practice
describes the common reasons why most municipalities choose to implement neighbourhood traffic management, as well as some of the specific objectives of such a program.
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Section 3.0 – Scope of Neighbourhood Traffic Management. The third section of this Practice outlines the range of approaches to traffic management that could be used within the District.
In some cases, traffic calming devices may not be the preferred or most appropriate solution to traffic-related concerns within a given neighbourhood. This section identifies three
“alternative” approaches to neighbourhood traffic management. · Section 4.0 – Administration of Neighbourhood Traffic Management. This section provides the administrative framework
for the management of the traffic management process in the District of Maple Ridge. It identifies an approach for dealing with residents’ requests for traffic management, presents
a framework for the identification and prioritization of areas for traffic management, and suggests how traffic management planning and implementation should be funded within the District.
· Section 5.0 – Developing Traffic Calming Plans. This section outlines a three-stage process for the preparation of neighbourhood traffic calming plans in the District of Maple Ridge,
based on a number of guiding principles set out in Section 5.1. · Section 6.0 – Implementation. This section describes the activities involved in the implementation and monitoring of
traffic calming measures. · Section 7.0 – Traffic Calming Measures. This section of the Practice discusses the applicability of various traffic calming measures to meet the needs and
conditions of the District of Maple Ridge. The section also includes a discussion of those traffic calming measures not recommended for use in Maple Ridge. The Canadian Guide to Neighbourhood
Traffic Calming was prepared for the Transportation Association of Canada and the Canadian Institute of Transportation Engineers in 1998, and provides consistent guidelines for the
implementation of traffic calming measures throughout Canada. Rather than replicate the information contained in the Guide, the Neighbourhood Traffic Management Practice provides additional
information specific to conditions in Maple Ridge, such as objectives for traffic management, the applicability of various traffic calming devices to conditions in Maple Ridge, approaches
to implementing traffic calming measures, and a means of soliciting community input regarding traffic management. The Neighbourhood Traffic Management Practice is also intended to update
some of the information from the Guide pertaining to recent innovations and the latest treatments. Although the Practice contained within this document has been developed for the successful
planning and implementation of traffic management solutions specifically
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Maple Ridge, it was developed based on a review of similar traffic management policies and programs in the following BC and US communities: · Kamloops · Whistler · Vancouver · North
Vancouver City · North Vancouver District · Delta · Coquitlam · Saanich · Kelowna · Seattle, WA · Bellevue, WA · Portland, OR · Berkeley, CA · Ventura, CA · Boulder, CO · Fairfax, VA
The emergency service providers in Maple Ridge (police, fire, ambulance) were fully involved in the development of this Practice and provided important input to the final document.
With fire services in particular, Maple Ridge is in a unique position in that many of its fire fighters are volunteers. The current Practice reflects the fact that response times for
Maple Ridge fire fighters include time for volunteers to get to the fire stations and time to drive to an alarm, and that overall response distances are generally higher than in other
municipalities. As such, specific measures that would significantly effect response times for fire services are excluded at this time. The Practice also reflects the difficulties in
educating a broad range of volunteers on the location of traffic management devices throughout the municipality, particularly considering that different people may be driving the District’s
fire trucks from day to day. To address this in future and to allow a broader range of traffic calming devices to be considered for local streets, the District may wish to develop a
network of designated fire response routes along which certain physical traffic management devices that would significantly affect response times would not be considered.
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WHY CONSIDER NEIGHBOURHOOD TRAFFIC MANAGEMENT? Before undertaking neighbourhood traffic management, the District should consider the reasons that it is being considered. As well, the
District will need to set out where traffic management strategies will be considered. This section describes the primary reasons that neighbourhood traffic management is undertaken
in many communities, and describes several specific objectives of it. This discussion provides the basis for other components of the Neighbourhood Traffic Management Practice, described
in subsequent sections. In many communities, neighbourhood traffic management is undertaken for two primary reasons that are of concern to residents, District staff, and other community
members: · Safety. Traffic management can make the streets safer for everyone, including all road users — pedestrians, cyclists, motorists and others. Many neighbourhood conflicts are
the result of excessive speeds and motorist inattention — the very problems that traffic management can correct. For example, research has shown that specific traffic calming devices
can reduce collision rates significantly. · Livability. Neighbourhood traffic management can help to preserve and enhance the livability of the community by minimizing the negative
impacts of traffic — noise, pollution and visual intrusion. Attractively designed and landscaped traffic calming devices can also enhance the streetscape, enhancing livability as a
result. It is intended that these broad goals be pursued in a manner that is consistent with the new Transportation Plan. This means that neighbourhood traffic management would be applied
to improve safety and livability, while maintaining the effectiveness of the road network — particularly arterial and collector roads — for transporting people and goods. To address
the above community issues, the specific objectives of neighbourhood traffic management include: · Minimize conflicts. Reducing conflicts between road users reduces the likelihood of
a collision occurring, thereby improving safety, particularly for pedestrians, cyclists and other vulnerable road users. · Reduce vehicle speeds. Speeds that are suitable for one type
of road — a major arterial road, for example — may be considered excessive on a residential collector road or local street. Measures that decrease vehicle speeds help to reduce the
likelihood of a collision occurring, as well as the severity of collisions. Reducing vehicle speeds also helps to improve the livability of a community by reducing noise and other negative
impacts of traffic.
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Discourage through traffic on local residential streets. Local streets are primarily intended for access to properties, rather than for accommodating through traffic. Reducing through
traffic helps to improve safety by reducing the potential for conflicts, and helps to improve livability by reducing noise and other negative impacts of traffic. · Establish an ongoing
process to address problems. New roads, additional development and other changes may result in changes in traffic patterns and may contribute to new traffic problems in the future.
Establishing municipal policies and procedures to monitor and review conditions will help to ensure that problems are corrected as they occur. The Neighbourhood Traffic Management Practice
also provides an opportunity to address neighbourhood aesthetic needs through a community-driven process. · Allocate funds cost-effectively. Ensuring that the costs of neighbourhood
traffic management are minimized and that the most cost-effective solutions are implemented will mean that initiatives can be pursued as quickly as possible throughout the community
and that other transportation improvements will not be unnecessarily deferred as a result of neighbourhood traffic management plans. In general, there are two levels at which traffic
management can be undertaken to enhance safety and livability. First, as described above, traffic management may be implemented within defined neighbourhoods. This generally involves
programs and measures to discourage speeding and short-cutting on local streets. In many cases, this involves the installation of physical devices that force motorists to slow down.
Secondly, traffic management may be undertaken on major roads on the periphery of neighbourhoods. This approach is usually designed to address different issues than those found within
neighbourhoods, but typically involves the implementation of corridor management techniques to preserve or enhance mobility along the arterial and collector road network. Although the
ultimate goal may be slightly different, corridor management on the major roads often discourages motorists from using the local road network for short-cutting, which is one of the
specific objectives of neighbourhood traffic management. To date, neighbourhood concerns with safety and livability are a more pressing issue in Maple Ridge, although there is some
interest in traffic management on a few arterial roadways. The Neighbourhood Traffic Management Practice for Maple Ridge provides a process for undertaking traffic management programs
within local neighbourhoods of the District, but does not provide a process with regard to major roadways (i.e., Major Road Network and municipal arterials). Maple Ridge is a growing
community. As the municipality grows, there will be opportunities to incorporate traffic management features into the design of new
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from the outset. In this regard, this Practice focuses on traffic management within existing neighbourhoods, rather than within new developments. In terms of traffic calming, this will
generally involve retrofitting existing local streets with calming devices. This Practice does not preclude the provision of traffic management in new neighbourhoods. Instead, there
will be opportunities to incorporate features at the outset in new areas subject to the development of appropriate roadway design standards.
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SCOPE OF NEIGHBOURHOOD TRAFFIC MANAGEMENT Neighbourhood traffic management encompasses a range of initiatives and measures that may be implemented to enhance the safety and livability
of neighbourhood streets. Only one component involves the installation of physical measures to slow vehicles and discourage through travel. As illustrated below in Figure 3.1, the first
stage of traffic management involves a range of measures intended to make motorists more aware of their speed and the impacts of short-cutting on the community – awareness, education,
and enforcement. This stage is typically undertaken before physical devices are considered and is often initiated and led by the community itself in cooperation with municipal staff
and police. In addition, although not necessarily a component of traffic management in and of itself, a preliminary evaluation of existing traffic conditions should be conducted to
confirm the issues being raised through the community. This evaluation will typically be undertaken by District staff in cooperation with local residents. Undertaking non-engineering
measures first offers an opportunity for the community and District to better understand the traffic issues within local neighbourhoods and to address them in other ways before the
District undertakes the preparation of a traffic calming strategy. The following discussion highlights the primary components of neighbourhood traffic management in more detail. Figure
3.1: Stages of Neighbourhood Traffic Management Awareness Education Enforcement Engineering (Traffic Calming Plans) Stage 1 Preliminary Evaluation Stage 2 · Awareness. In combination
with educating the community, awareness can be a significant factor to mitigating some neighbourhood traffic concerns. In particular, where neighbourhood traffic issues are known to
be associated with local residents (e.g., speeding on local streets and cul-de-sacs), increasing awareness of the broader community’s concerns can help to discourage undesirable driving
behaviour.
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some areas, local residents have developed lawn signs that encourage drivers to slow down to protect children playing within the neighbourhood. As well, community groups or volunteers
have worked together with the local police force to implement temporary neighbourhood speed display (“speedwatch”) stations where volunteers help monitor and display passing drivers’
speeds. Although there are currently few organized neighbourhood associations in Maple Ridge, the District could encourage the formation of neighbourhood traffic advisory groups as
more complaints about traffic issues are brought forward. These groups would be formed to monitor traffic-related concerns at a local level and to undertake activities to increase awareness
within the community. Although such groups would be initiated and led by community members, the District could assist these groups in undertaking awareness campaigns by preparing samples
of informational material that could be distributed through the community to raise awareness of residents’ concerns. · Education. For some neighbourhood traffic concerns, embarking
upon a community education campaign may prove to be an effective means of control. There are already many public education initiatives through the RCMP and ICBC’s Safer City Program
related to traffic and road safety that may prove to be effective for some neighbourhood concerns. For some areas, targeted educational campaigns may be undertaken to educate drivers
on certain traffic rules. For example, in areas where crosswalk safety is a concern, the police, District, and/or ICBC may embark on a campaign to educate motorists about priority rules
for crosswalks. Education campaigns may also be undertaken in cooperation with neighbourhood groups. These neighbourhood groups could be used as an avenue for disseminating educational
materials. Volunteers from the neighbourhood could work with authorities to design and implement educational programs. The District may want to work with the RCMP and ICBC on the development
of educational materials and programs that could be used as part of Maple Ridge’s neighbourhood traffic management program. The District could then distribute these materials as needed
to neighbourhood groups that wish to undertake an educational campaign to encourage motorists to drive responsibly. · Enforcement. In some areas where neighbourhood traffic issues are
associated with external traffic (e.g., speeding through neighbourhoods), enforcement may be a positive first step in traffic management. Although enforcement may have a positive effect
on speeding, it has two primary challenges. First, it is costly to implement and resources may not be available to commit the level of enforcement desired by the community. Secondly,
it is not a permanent solution. Enforcement campaigns may
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motorists from speeding for a short time during and after the program, but problems will likely persist. In such cases, traffic calming devices are a permanent solution and are also
self-enforcing. If enforcement is going to be undertaken as a first step, neighbourhood groups may want to work with District staff and the RCMP to identify those locations where speeding
is perceived to be a problem and to develop an enforcement strategy to discourage undesirable driver behaviour. The District may facilitate discussions among the interested parties.
· Preliminary evaluation. An important component of the overall traffic management process is to develop a preliminary understanding of the issues raised by the community. In this regard,
a preliminary evaluation should be prepared before planning for any engineering measures is undertaken. This will ensure that traffic management is justified before significant effort
is invested in the process. The following quantitative measures may be considered during the preliminary evaluation. This following discussion is provided as general information on
when traffic management measures may be justified based on experiences in other communities. It is important to note, however, that the values provided are not intended to be prescriptive
and should not be considered as guidelines or standards for the evaluation of traffic management issues. a. Speeding. Vehicle speeds should be collected over several days to determine
the 85th-percentile speeds within the neighbourhood. If the 85th-percentile speeds are at least 5 km/h over the posted speed limit, then traffic management may be justified. In rural
areas of the District, higher thresholds may be considered more appropriate. b. Traffic volumes. Traffic volumes may be counted at the same time as speeds are collected. Again, volumes
should be collected over several days (preferably at least a week) to ensure sufficient data are available. Generally, traffic management may be considered if volumes are greater than
1,500-2,000 vehicles per day on local streets and greater than 5,000-6,000 vehicles per day on neighbourhood collectors. c. Through traffic. Through traffic volumes may also be used
to evaluate the need for traffic management. The proportion of traffic travelling through a neighbourhood is typically determined through license plate surveys at key locations within
a community. Generally, traffic management may be justified if greater than 30% of traffic on local streets and 50% of traffic on collector roadways is identified as through traffic
(origin and destination outside neighbourhood).
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Traffic calming measures are the most permanent form of neighbourhood traffic management because it involves the installation of physical devices on the road network to discourage speeding
and short-cutting through communities. Once all other avenues of education and awareness have been undertaken by the community and the problems identified could potentially be addressed
by traffic calming, the District will begin the process of developing a traffic calming plan with the community. Traffic calming can be highly effective at reducing speeds, discouraging
shortcutting, and improving safety within neighbourhoods. With some devices, it also represents an opportunity to enhance neighbourhood aesthetics through landscaping. Although this
form of traffic management is the most requested by the public, it is not without its challenges. In particular, traffic calming measures may not be the most appropriate solution for
all perceived traffic concerns. For this reason, a detailed analysis of speed and volume data needs to be undertaken prior to implementing a traffic calming plan. This analysis will
give District staff the opportunity to evaluate the potential effectiveness of traffic calming measures at addressing the real problems that are occurring within the neighbourhoods.
Much of this Practice outlines a strategy for undertaking traffic calming in a fair and equitable manner that is understandable to the residents of Maple Ridge.
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ADMINISTRATION OF NEIGHBOURHOOD TRAFFIC MANAGEMENT Prior to the preparation of any neighbourhood traffic management strategies, the District will want to establish a clear administrative
process that provides guidance on: · Managing requests. How the District deals with requests for traffic management from residents has an important effect on the success of the overall
program. The District will want to have a process for managing requests that is clear and fair, and ensures that requests are handled promptly and objectively. · Defining and prioritizing
areas. The municipality will not be able to implement traffic management strategies District-wide all at once. Over time, the District will receive requests for traffic management from
residents around the community and will need to allocate funds to implement plans within specific areas of the community based on priorities that are equitable and objective. · Funding.
The District will need to establish clear policies on how traffic management strategies and measures will be funded as the program is undertaken. As one of the important ingredients
in the overall Neighbourhood Traffic Management Practice, a clear and consistent administrative process that addresses all of the above topics will contribute to the long-term success
of the traffic management program in Maple Ridge. This section addresses each of the above issues in more detail. The administration of a Neighbourhood Traffic Management Program requires
a commitment of staff resources by the municipality. Section 4.4 briefly highlights those aspects of the program in which staff will be involved. 4.1 Managing Requests One of the biggest
frustrations for residents can arise after they submit a request for improvements, and the District does not acknowledge that request. Because not all residents will be familiar with
the traffic management process, the District needs to establish a process for dealing with public requests for traffic management that is fair, prompt, and objective. This will ensure
that the process is: · Oriented to customer service · Clear on the status of residents’ requests · Designed to ensure that the issue(s) being raised can be addressed through traffic
management, or that the issue can be dealt with through other programs Figure 4.1 outlines the recommended process for the District to follow when handling incoming neighbourhood concerns
that are traffic-related.
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4.1: Administering Public Requests for Traffic Management Receive & Record Request Initiate Traffic Management Process over time Identify those responsible to address • Operations •
Planning • Other Respond to Request Yes No Respond to Request & Provide Informational Materials Consider Other Approaches Traffic Management Issue? The first step in the process involves
the identification of traffic problems or issues within the District. In all cases, this action will be initiated by one or more concerned residents requesting that a specific traffic
problem be addressed by the District, potentially through the installation of traffic calming devices. Although residents may make their concerns known in a number of ways, the District
should encourage residents to document them in a written letter or a standard request form that would ensure all issues are clearly described. For each request, the following information
should be collected: · Resident’s name · Resident’s address · Contact information (phone, fax, e-mail) · As accurately as possible, the location of the problem (street(s) name, nearest
street address, intersection, etc.) · Detailed description of the issue · Typical time(s) of occurrence of the issue(s) (peak period(s), night, all day, specific season, weekend/weekday,
etc.) As well, any related information regarding the conditions or potential solutions may be identified by the individual(s) and should also be documented. District staff should maintain
a database or spreadsheet of traffic-related concerns that would allow the issues to be sorted by geographic location (e.g., street, neighbourhood, school catchment, etc.), type of
issue, or date of request. As requests are received, the District will need to evaluate each concern to determine whether the issue(s) is best addressed through the traffic management
program or through other programs or agencies (e.g., Operations, Planning, TransLink, Police, etc.). It is important that each concern be considered carefully so that only problems
that can actually be addressed through traffic management solutions are referred to the program.
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example, residents often identify the lack of sidewalks or transit operations as trafficrelated issues. However, both of these concerns may be able to be addressed through other programs
or agencies. Table 4.1 below summarizes some of the common issues raised by residents during previous traffic management reviews in other municipalities and categorizes them according
to whether they should be considered as traffic management issues. The task of distinguishing traffic management issues from other concerns will not always be easy. Some issues may
require discussions with other agencies or departments to determine the appropriate course of action. Table 4.1: Examples of Issues Raised Through Traffic Management Studies Traffic
Management Issues Non-Traffic Management Issues · Speeding on neighbourhood streets · Short-cutting on local streets · Intersection safety for pedestrians and cyclists · Lack of sidewalks
or crosswalks · Roadway geometry · Intersection safety · Incompatible land uses · Transit operational issues Once an issue has been identified and the appropriate course of action has
been determined, the next step in the process is to: · forward the concern to the appropriate department or outside agency and respond to the request, or · respond to the request and
add the concern to the traffic issues database, and potentially move forward with a traffic management plan. In either case, it is important that the District respond to each submission
and inform the resident of the process and the status of their concern. This will reassure residents that their concerns are being taken seriously and will be addressed in some form.
Maintaining open lines of communication with residents will contribute to the long-term success of the traffic management program. 4.2 Defining and Prioritizing Areas Over time, traffic
issues will be identified by residents of the District on a given street or in a given area. In some cases, several streets within a given neighbourhood may be problematic. Alternatively,
the solutions for a given location may affect conditions on adjacent streets and the people living within the immediate area. In simple terms, neighbourhood traffic issues can rarely
be treated in isolation. In this regard, the District will want to collect, monitor, and combine traffic issues as appropriate at a neighbourhood level. The definition of these neighbourhood
areas should be based on the issues identified, as well as the potential streets and residents that would be affected by addressing those neighbourhood issues. In some cases, traffic
management may be considered throughout the defined area. In others, it may be simply a matter of
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a smaller area of residents that could be affected by the solutions to involve them in a traffic management process. Although the number of neighbourhoods/streets where traffic management
exists in Maple Ridge today is small, the District should be prepared for increased demand for measures through greater awareness of traffic management and after the implementation
of additional measures in some neighbourhoods. Rather than dealing with the “squeaky wheel” in terms of prioritizing neighbourhood concerns, the District will want a means of selecting
priorities – i.e., which neighbourhood gets traffic management first – through objective evaluation criteria. Accordingly, the District should consider the following criteria and evaluation
system (Table 4.2) for ranking neighbourhood traffic management projects. The information required by these criteria should be collected for the primary road being considered for traffic
management within a given neighbourhood. Table 4.2: Ranking of Neighbourhood Traffic Management Projects Criterion Points Basis for Point Assignment Speed 0 to 50 85th-percentile speed
of traffic on the primary road. Two points will be allocated for every kilometre per hour that the 85thpercentile speed is over the posted speed limit, based on speed reader board information
supplied by applicant and/or police, up to 50 points. Volume 0 to 50 Average daily traffic volume on the primary road. One point will be allocated for every 100 daily vehicles, based
on traffic count data from the speed reader program or municipal collection, up to 50 points. Vehicle Collisions 0 to 25 Average number of vehicle collisions per year over the past
three years, based on police reports. Five points will be allocated for each collision in an average year, up to 25 points. Elementary Schools 0 to 10 Five points assigned for each
school zone along the primary street, up to 10 points. Road rehabilitation projects 0 to 10 Ten points assigned if rehabilitation project is planned for the primary street, during which
traffic management measures could be implemented. Pedestrian Generators 0 to 15 Five points assigned for each public facility (such as parks, community centres, libraries, and high
schools) that generates a significant number of pedestrians on the primary street, up to 15 points. Safe Route to School 0 to 5 Five points assigned for a designated safe route to school
on the primary street. Bicycle Routes 0 to 5 Five points assigned if the primary street is a designated bicycle route. Transit Routes 0 to 5 Five points assigned if the primary street
accommodates transit service. Pedestrian Facilities 0 to 5 Five points assigned if there is no continuous sidewalk (wide shoulder in rural areas) on at least one side of the primary
street. Roadway Geometry 0 to 5 Five points assigned if locations of poor road geometry are known to exist on the primary street. Total Points Possible 185
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street with the highest score among those eligible for traffic management will be considered the highest priority for implementation. 4.3 Funding There are four main funding strategies
that the District of Maple Ridge could consider for planning and implementation of traffic management. There are however, significant advantages and disadvantages to each of these options,
some of which are described below. The following funding strategies were considered in the development of this Practice: 1. Appropriation of funds from General Revenues. This strategy
would require Council’s vote to allocate funds from general tax revenues to fund traffic management in a particular area as part of the District’s annual budget. The clear advantage
of this Practice is that the traffic management plan is funded in a way that is similar to other road and transportation improvements throughout the District. However, the District
should be prepared to move forward with implementation of measures shortly after approval of a traffic management strategy so that the community’s expectations are addressed promptly.
This approach is generally accepted by most communities as a fair and equitable method for funding neighbourhood traffic management improvements. 2. Dedicated Reserve Fund. Council
members would vote to establish a traffic management program extending through their mandate to which they would allocate reserve funds. This strategy still makes use of general tax
revenue to fund the improvements, yet involves the allocation of monies towards a special reserve fund that is available only to fund traffic management priorities. 3. Specified Area
(Initiative Plan). Adopting a specified area initiative plan, Council would vote on a bylaw that would establish an annual specified area tax on properties deemed to benefit from the
implementation of a traffic management plan. Under this approach, only if more than 50% of property owners in the area oppose the tax is the bylaw to adopt a traffic management plan
defeated. This approach is similar to the concept of “negative billing”, where residents will pay for something unless a majority oppose the plan. 4. Specified Area (Petition Plan).
The petition plan would see Council implement a project based on a petition that is organized and presented by property owners. If a majority of the property owners, representing more
than half of the assessed value, were in favour of paying for the traffic management plan, then the petition would succeed. In this funding strategy, benefiting property owners are
still bearing the cost
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the improvements. However, the difference in this case is the clear support of the community that is needed in order for the project to be approved. Although the method of funding may
vary between communities, most municipalities that have District-wide traffic management policies fund their programs through the appropriation of general revenues, as described in
#1 above. The basic rationale for this practice is that most other road and transportation improvements are typically funded in this way and, often, the traffic problems experienced
in a neighbourhood are the result of District-or region-wide traffic issues and are not necessarily specifically tied to a particular community alone. It should be recognized that a
specified area approach for large-scale neighbourhood traffic management has not been successful in those communities that have attempted this funding approach, but is more commonly
used for street-specific strategies. To best meet the needs of the Maple Ridge community, it is recommended that the development of neighbourhood traffic management plans and the implementation
of measures be funded through the District’s general tax revenues. The allocation of funding for neighbourhood traffic management strategies should accommodate both planning and implementation
so that measures can be installed within a relatively short timeframe following Council approval of the final strategies. The District should note, however, that funding through the
specified area approach is always available under the Community Charter as part of a local improvement program. This approach could be used in the event that a neighbourhood group comes
forward willing to partially fund neighbourhood traffic management in the community. In such a case, the implementation of traffic management measures could be accelerated. Based on
the history of requests received in Maple Ridge, it is not anticipated that the demands for the development of neighbourhood traffic management strategies will be significant in the
short term. It should be noted, however, that the implementation of a District-wide Neighbourhood Traffic Management Practice in other municipalities has raised the community’s awareness
and, as a result, requests for improvements have increased substantially. 4.4 Staff Resources Undertaking a Neighbourhood Traffic Management Program requires a commitment of staff resources
to administer the program and to oversee the preparation of plans. Although the preparation of plans can be undertaken by outside agencies, District staff will still be involved throughout
the process. The following table summarizes key aspects of the Neighbourhood Traffic Management Program in which District staff will be involved.
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4.3: Staff Involvement in Traffic Management Pre-Study · Respond to requests · Screen requests · Initial review · Confirm issues · Respond to requests · Initiate plan process During
Studies · Manage process · Collect data · Public consultation · Review and approve plans · Present plans to Council Implementation · Review and approve designs · Secure funding · Monitor
construction · Ensure and approve completion Monitoring · Collect data · Identify issues/problems · Correspond with public/stakeholders · Address issues if necessary
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DEVELOPING TRAFFIC CALMING PLANS As described in previous sections, neighbourhood traffic management typically involves a range of strategies to discourage speeding along and short-cutting
through local streets. In many cases, awareness, education, and enforcement campaigns are a precursor to the installation of traffic calming measures, which are a more permanent and
self-enforcing solution. Once it has been decided by the District that traffic calming is a desirable solution, a neighbourhood traffic calming plan must be prepared. The process of
developing neighbourhood traffic calming plans is typically dependent on the size of the neighbourhood, as well as the scope of traffic-related issues. In general, however, the principles
that guide the development of those plans should remain consistent. As well, most of the activities involved in preparing a plan will remain consistent regardless of the scale of the
study. The scope of the tasks, as well as the scope of community involvement, will be tailored to suit the neighbourhood being reviewed. This section describes the principles that should
guide the traffic calming process, as well as the key activities that would be undertaken in the preparation of a “typical” traffic calming plan, whether the plan is prepared by District
staff or consultants. 5.1 Principles of Traffic Calming This section of the Practice outlines the overall principles that the District of Maple Ridge should follow when undertaking
the traffic calming process for its neighbourhoods and streets. The approach that is outlined below does not attempt to define any ‘rules’ or ‘thresholds’ that can be used to establish
when speeds, traffic volumes and other conditions are no longer acceptable and become a problem that must be addressed. The problem with this type of approach is that it is difficult
to define thresholds that would be applicable to all conditions within the community. Inevitably a problem would arise that may not exceed the specified thresholds, but that would genuinely
be a problem or be perceived to be a problem by residents and members of the community. There are several general principles that the District should follow when developing a traffic
calming plan for any of its neighbourhoods. The application of these principles will help to ensure that a thorough and objective process is followed, and that appropriate traffic calming
measures are selected to meet the needs of the community and minimize the negative impacts of traffic in the area. · Involve the community. Residents, business operators, and others
who live and work in a community must have input in the identification of traffic problems and the selection of traffic calming measures. Involving the community builds support for
traffic management, and enhances the credibility of the resulting recommended measures. It also minimizes the potential influence of special interest groups who
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otherwise unduly influence the outcome. If the community is not adequately involved, residents and others in the community might oppose the traffic calming measures — regardless of
their technical merit — because they feel that they were not properly consulted, or that the recommended measures do not recognize the unique circumstances of their neighbourhood. ·
Identify the real problem. Frequently, the perceived nature of a traffic problem is substantially different from the real problem. In some cases, the difference is so great that a solution
intended to eliminate the perceived problem might make the real problem worse. For example, residents often mention ‘traffic volume’ and ‘speeding’ as problems on their streets, but
in many cases the problem is one or the other. It is important to identify the real problem, so as to select the appropriate measure. If the real problem is speeding, for example, a
measure that significantly reduces the traffic volume on a street might inadvertently encourage speeding if fewer cars remain on the street to slow traffic. · Quantify the problem.
Some problems are more significant than other problems. Some problems are all-day problems, whereas other problems occur only at certain times, in certain seasons, or in certain directions.
Some reported problems are not really problems that can be addressed by traffic calming. For example, two or three speeders a day would not be addressed through traffic calming. In
order to ensure that appropriate traffic calming measures are implemented, it is essential that the extent of each problem be quantified. This means collecting data, including traffic
volumes, accident data, counts of pedestrians and cyclists, measures of delay and other data as appropriate. · Use self-enforcing measures. Unless police enforcement is a feasible and
preferred solution for traffic management, measures that maintain a 24-hour presence and that do not require police enforcement to be effective should be used. For example, traffic
circles should generally be used instead of four-way stops, and directional closures should be used instead of turn prohibitions. Measures that can be circumvented — such as a turn
prohibition or a directional closure — should be used only at intersections with major roads, where visibility and the presence of traffic discourage motorists from circumventing these
measures. · Minimize access restrictions. Generally, residents and other members of the community will be more supportive of traffic calming measures that do not restrict their access
into and out of a neighbourhood. Diverters, barriers, and closures restrict access for people who live or work on a particular street, and support for such measures is directly related
to the severity of traffic problems. Where problems can be addressed with other traffic calming measures that are not as restrictive to access, these should be considered instead, or
residents should at least be given a choice of measures.
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Consider effects on other streets. In considering measures to resolve a traffic problem in one location, the District should also consider any potential effects on adjacent streets.
These effects might be caused by traffic diverted to other streets, motorists who speed up further down a street from a traffic calming measure, or changes in turning movements that
increase delays at an intersection. If these effects are not considered in advance, a traffic calming measure might fail to solve a problem and at the same time create new problems
or exacerbate existing problems elsewhere in the neighbourhood. · Target automobiles and trucks only. The purpose of implementing traffic calming measures is to affect automobiles and
trucks, not other modes. Consequently, traffic calming devices should be designed to permit transit buses, cyclists, and pedestrians to pass through, while obstructing automobiles and
trucks. Similarly, traffic calming devices should be located and designed to minimize impacts on emergency and service vehicles. 5.2 The Process This section lays out a general process
for undertaking traffic calming plans within the District of Maple Ridge. As stated in the introduction, the process partly depends on the size of the neighbourhood under consideration,
the scope of the traffic problems, and the resources available to develop and implement traffic calming plans. In the District of Maple Ridge, the current scale of issues, neighbourhoods,
and resources available are modest compared to some other communities. Consequently, a more streamlined process for developing traffic calming plans in the community is outlined in
this section. A similar streamlined approach is successfully used in several other communities in BC. It is important to recognize that this Practice will likely evolve as the District
gains experience in traffic calming and that the process used to develop traffic calming plans may change to meet the needs of the community. Figure 5.1 below illustrates the various
activities involved in developing a traffic calming plan from study initiation through to approval. The public involvement activities that are shown are typical for a more streamlined
approach. A larger-scale plan would generally involve more extensive public consultation. A process involving additional consultation is presented in Appendix A.
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5.1: Undertaking the Plan Initiate Traffic Calming Plan Community Interest? Respond to Request(s) Yes No Community Letter/Questionnaire Yes Collect Data Potential Solutions Community
Letter Council Approval? Implement PlanYes No Submit Plan to Council Community Support? No Yes STAGE 1 – Gauging Community Interest STAGE 2 – Developing the Plan STAGE 3 – Plan Approval
Refine Plan Refine Plan Major Changes Minor Changes Collect Preliminary Data Stage 1 – Gauging Community Interest Upon initiation of a traffic calming plan for a neighbourhood, the
District will want to canvass the broader community early in the process to determine whether there is interest in the preparation of a plan. This is a critical stage in the traffic
calming process, as it determines early on whether others in the community have similar concerns and whether they want to consider traffic calming measures. In some communities, this
early gauging of community support was not undertaken and significant effort and resources were invested in plans that were ultimately defeated because the majority of residents in
the neighbourhood were not supportive of traffic calming in the first place. To determine the community’s opinions early in the process, it is recommended that the District develop
a newsletter/questionnaire to be distributed to all residents in the neighbourhood that describes: · The study area for the plan · The traffic-related issues that have been identified
by members of the community or District staff
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The purpose of traffic calming and some potential measures that could be implemented · The process to be undertaken to develop a plan, if the community chooses to proceed The questionnaire
should ask residents to respond to a direct question, such as “Do you want the District to consider traffic calming for your neighbourhood?” As well, residents should be given an opportunity
to identify additional traffic-related issues that are of concern to them. In addition, residents should be requested to provide their name and address for confirmation that they live
within the study area. If two-thirds of the respondents wish to proceed with a traffic calming plan, then the preparation of the plan can move forward to Stage 2. If this level of support
is not achieved, the District will want to respond by sending a letter to all residents outlining the results of the survey and confirming that a traffic calming plan will not be undertaken
without community support. Stage 2 – Developing the Plan With community support established early in the process, preparation of the traffic calming plan can be undertaken. Once a study
has begun, it is essential that all traffic and transportation issues in the area be identified and quantified. The list of issues will include those already identified through the
District’s recorded concerns and requests, but also any additional issues identified during Stage 1 of the process. The objective at this stage is to ensure that the most comprehensive
list of issues has been compiled to minimize the potential for significant concerns to arise late in they study process. As discussed in Section 4.1, many issues will be identified
during Stage 1 that do not necessarily fall within the scope of a traffic calming plan. Regardless, all of the issues should be documented as part of the traffic calming process, and
the appropriate ones forwarded to other agencies as necessary for further action. Specific activities to be undertaken during this stage of the process include: · Collect data. To verify
the nature and magnitude of reported problems, and to ensure that the real problems are addressed, data must be collected. These data include reported collisions, vehicle speeds, traffic
volumes, pedestrian volumes and other data relevant to the reported problem. Where possible, traffic data should be collected using automatic counters, for a minimum of 168 hours (seven
complete days), and should be collected during times when problems are reported to occur. Similarly, manual data collection efforts (such as traffic counts and licence plate traces)
should be undertaken at times when problems are reported to occur.
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data may be available from a variety of sources for many locations throughout the municipality. Additional information will need to be collected at locations for which municipal data
are not available (such as speed data and vehicle classification counts). Detailed information regarding the level of data collection that may be required for traffic calming studies
is included in Appendix B. · Develop potential solutions. Potential traffic calming measures that would address the neighbourhood’s concerns should be identified and incorporated into
a preliminary plan. It is recommended that only a single preliminary traffic calming plan be developed, with optional measures for specific locations as required. Options should only
be considered where two or more measures would be equally effective. Neighbourhood preference would then determine the preferred option, based on the relative advantages and disadvantages
of each (unless cost differences are of such magnitude that District staff should also have input). Optional measures should also be considered where a specific measure might be controversial
– this permits residents and others who might oppose the specific measure to indicate support for the entire plan without supporting the specific measure. · Community letter/survey.
The purpose of the community letter/survey is to determine the level of support for the proposed plan, and to select optional measures. Words such as ‘ballot’ and ‘vote’ should be avoided
when describing the community survey. It is important that residents and other community members understand that it is a survey intended to measure community support for the proposed
plan, and is not a binding referendum. Consequently, it is important to explain that, following the survey, there will still be an opportunity to refine and improve the plan if there
are any significant outstanding concerns. The proposed neighbourhood traffic calming plan and any optional measures should be explained clearly, in non-technical language and with as
much visual material as possible. The letter should include a map of the neighbourhood, illustrating the plan and options, and sketches of various traffic calming measures. Where appropriate,
background information should be included describing the nature of specific problems (such as observed traffic volumes or speeds on specific streets). Respondents should be given three
choices for each question. They should be asked to indicate whether they support the plan, do not support the plan, or are neutral. The ‘neutral’ choice is important. Some people might
hesitate to actively support a plan, but might not want to condemn it either with a vote of no support. A third option allows them to say, in effect, “I do not care strongly one way
or another.” Without the ‘neutral’ option, the number of persons who do not support a plan might appear to be significantly higher than the actual number, and might make it difficult
to identify those who have legitimate concerns with the plan.
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letter should be distributed to every residence (property owners and tenants) and business in the neighbourhood. One response is permitted per address. To maximize response rates, convenient
locations in the neighbourhood should be designated for people to drop off their completed questionnaires. These can include community centres, schools, and stores. Although response
rates will typically vary with the size of community, it is recommended that the District expect response rates that are in line with the typical voter turnout for municipal elections.
The key consideration for the Practice is to set a minimum level of support for finalizing the traffic calming plan and seeking Council support during Stage 3. Although this minimum
level could be as low as 50% plus one, it is recommended that a higher level of support be required to ensure solid support for – and minimum opposition to – the plan. A minimum of
67% support is recommended. As well, it is recommended that an upper limit be established for ‘do not support’ responses. Ideally, fewer than 20% of respondents would not support the
plan. Typically, many respondents who do not support a plan do so because of a single concern, and it is often possible to make minor changes to the plan to address these outstanding
concerns, thereby reducing the proportion of opposition within a neighbourhood. If the required level of support is not achieved, the plan should be revised in an attempt to address
the concerns of residents. If the public’s concerns and the resulting changes are significant, a second community letter/survey should be distributed to canvass the public for the opinions
on the revised plan. If the changes are less significant, a revised plan can be submitted to Council for approval in Stage 3. Stage 3 – Plan Approval The third stage of the planning
process is intended to get District Council’s approval of the final traffic calming plan. The following activities are included in Stage 3: · Present the plan to District Council. The
refined plan should be presented to Maple Ridge District Council for approval and allocation of funding. It may also be desirable to invite members of the public to attend the presentation
to speak on behalf of the plan. In general, the plan will be approved by Council based on the support received from the community through the survey process in Stage 2. · Revise the
plan if necessary. In some cases, Council may request minor revisions to the plan. Typically these revisions can be made without returning to the community for support by way of a letter/survey.
Upon approval of the traffic calming plan, the District can move forward with implementation, which is described in Section 6.0.
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Agency Consultation in the Traffic Calming Process A successful Neighbourhood Traffic Management Practice is not only dependent on the support of local residents, but also on the support
of agencies and other stakeholders that may be impacted by the installation of traffic calming measures. These agencies are primarily emergency service providers such as police, fire,
and ambulance services, but also transit and school bus operators, and municipal operations staff. Although it may be challenging to generate support from all stakeholders, the best
way to achieve support is to be aware of the respective goals of all parties. Not all agencies may be interested in participating; however, it is important to provide an opportunity
for them to do so. Figure 5.2 summarizes the opportunities for engaging external agencies in the consultation process. Each opportunity is further detailed below. Figure 5.2: Opportunities
for Agency Consultation Plan Development and Approval A. Notification of Intent: The earlier that stakeholders are informed of the traffic calming planning process, the more opportunity
those agencies have to participate and provide input. Although notification at this stage may not be intended to engage discussion with regard to planning and design, any response may
flag potential issues of concern. In cities such as Portland and Seattle, this consultation typically occurs prior to any commitment being made to neighbourhood residents. B. Draft
Plan Circulation: At the planning stage, various agencies’ goals must be heard and incorporated as much as possible into the plan to increase the chances of reaching a successful outcome.
Circulating the draft plan allows the agencies to comment and provide further information. In Boulder, Colorado, emergency services maintain an active role in developing the draft plan
and, in conjunction with all other parties, must accept the plan before it can proceed. Phases of NTM Plan Development and Approval Design Implementation A. Notification of Intent B.
Draft Plan Circulation C. Approved Plan Circulation A. Confirm Design Vehicles B. Field Visit C. Review Design Drawings A. Field Test Temp. Devices B. Field Test Final Devices Opportunities
for Agency Consultation
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Approved Plan Circulation: Once the plan is approved it is necessary to inform all agencies and operators who may be impacted that the traffic calming plan will be proceeding. This
will prepare operators for any new devices that will be constructed. Design A. Confirm Design Vehicles: When designing traffic calming devices, it must be ensured that all vehicles,
namely emergency vehicles, buses, and garbage trucks, can be safely accommodated. The designers will want to ensure that these measures support a design vehicle that would commonly
use the specific neighbourhood streets. B. Field Visit: If requested, or if there is any doubt about accommodating particular vehicles, municipal staff should meet with concerned agencies
on-site and conduct a drive-through with traffic cones. For example, agencies may request additional parking restrictions to ensure sufficient manoeuvring space in the vicinity of traffic
calming devices. C. Review Design Drawings: Once designs have been completed, agencies should have the opportunity to review those designs prior to construction. In Boulder, all parties
must accept the terms of the design before the project can proceed. Implementation A. Field Test Temporary Devices: Temporary traffic calming devices may be constructed to determine
whether or not they are appropriate for achieving the desired result of calming traffic. Field tests may be conducted to ensure that vehicles such as fire trucks can adequately manoeuvre
through the devices. The size and shape of devices can be modified to achieve the best compromise between the goals of concerned agencies and the needs to manage traffic. B. Field Test
Final Device: Once the trial period for temporary devices has ended and any necessary modifications have been incorporated into the design, construction of permanent traffic calming
devices may proceed. Although agencies will have had several opportunities to confirm that the traffic calming devices are acceptable, they should be invited to field test the permanent
devices upon completion to ensure that the final design is also successful. 5.4 Schedule The preparation of a traffic calming plan using this process will likely require a period of
four to five months. A longer time period may be necessary where the work occurs around Christmas or the summer months, as public consultation is not advisable when a
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number of residents may be on vacation. For this reason, it is generally best to initiate a traffic calming plan in September or January, as it can then be concluded and approved before
Christmas or the summer. The more extensive process outlined in Appendix A would require a time period of six to eight months. Following this schedule, design and construction of traffic
calming devices can be undertaken in the spring and summer, respectively, when schools are not in session and traffic volumes on neighbourhood streets are often lower. If temporary
devices are used, construction of permanent devices can occur the following spring or summer.
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IMPLEMENTATION This section of the Practice outlines the recommended approach to the implementation of traffic calming plans after they are approved by Council. 6.1 Design, Construction
& Monitoring Once approved, traffic calming measures can typically be implemented immediately following design, but may be phased over time. As well, temporary measures may be installed
to test their effectiveness and to identify potential adjustments to the plan or the measures themselves to reflect actual conditions. Implementation activities are illustrated in Figure
6.1 and are discussed below. Figure 6.1: Implementation Process Implement Plan Design Monitor Effectiveness Consider Temporary Devices? Yes Phasing if necessary Construct Permanent
Devices Install Temporary Devices No Monitor Effectiveness · Design. To ensure that traffic calming measures are constructed properly, designs should be prepared for most devices based
on accurate survey information. However, it is usually not necessary to prepare designs for individual speed humps and raised crosswalks — instead, a standard design can be used and
a map prepared illustrating the exact location. Designs should be implemented based on information in the Canadian Guide to Neighbourhood Traffic Calming, and supplementary design information
contained in Section 7.3 of the Practice. · Phasing. Desirably, traffic calming measures should be implemented all at once. However, in some cases it may not be possible or desirable
to implement all traffic calming measures at the same time. Instead implementation might be phased over a
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of two or more years. If implementation is to be phased, priorities for implementation should be determined using the following criteria: - Safety improvements should be given priority.
These might include traffic calming measures to reduce vehicle speeds and reduce conflicts at intersections, as well as pedestrian and bicycle facility improvements. - Low-cost measures
should be given priority. Generally, it is preferable to implement several low-cost measures rather than one higher-cost measure. Lowcost measures might include signage, pavement markings,
speed humps and crosswalks, for example. - Measures should be implemented in groups. For example, measures on two parallel local streets should be implemented at the same time, so as
to avoid diverting traffic from the street with a measure to the street without a measure. - Measures incorporated as part of a neighbourhood beautification strategy should be given
priority. In some cases, traffic management devices incorporate plantings that are identified as part of a broader strategy to beautify neighbourhoods. · Temporary devices. Where possible,
traffic calming devices should be first implemented on a temporary basis. After a period of six months to a year, if it has been determined that a device has achieved the intended results,
it should then be constructed on a permanent basis. This avoids the risk of removing or modifying a permanent installation that was constructed at a much higher cost than a temporary
installation. It also provides an opportunity to alter the geometrics of a device or make other changes prior to permanent installation. Guidelines for temporary devices are included
in Section 7.3.3 of the Practice. · Monitoring. Data collected during the preparation of the traffic calming plan represents ‘before’ data. Following implementation of temporary measures,
‘after’ data should be collected at the same locations and in the same conditions to determine whether desired results have been achieved and to confirm that permanent devices should
be installed. · Construction. Guidelines for the construction of traffic calming devices are also included in Section 7.3. · Monitoring. Following implementation of permanent devices,
monitoring of the traffic management strategy should continue to ensure that the plan is meeting its objectives and whether additions and/or modifications should be considered.
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TRAFFIC CALMING MEASURES This section of the Practice identifies which traffic calming measures are appropriate for use within the District of Maple Ridge, and also identifies which
measures should not be used. Information regarding the applicability of traffic calming measures is also provided to supplement existing published information. 7.1 Measures Considered
for Use in Maple Ridge The Canadian Guide to Neighbourhood Traffic Calming identifies a total of 25 measures that are commonly used in Canada for traffic calming, as listed in Table
3.1 of the Guide. However, the Guide notes that not all of these 25 measures are appropriate as traffic calming measures. Some measures — such as stop signs and maximum speed signs,
for example — should not be used for traffic calming purposes. Although effective for other purposes, these measures have proven to be less effective for traffic calming purposes. This
section of the Practice identifies those measures that are appropriate for the District of Maple Ridge based on input from staff and experience in other municipalities. The traffic
calming measures identified in Table 7.1 below are recommended for use in Maple Ridge. Based on discussions with District staff, some traffic calming measures may be considered for
both locals and collectors, whereas others should be used only on one type of roadway. Other factors affecting the applicability of traffic calming measures in Maple Ridge include access
for emergency vehicles, transit service, and ongoing maintenance of roadways. Measures that should are not suitable for primary emergency response and transit routes are identified
in the table.
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7.1: Applicability of Traffic Calming Measures in Maple Ridge Road Classification Other Considerations Local Roads Collector Roads Emergency Response Routes Transit Routes Vertical
Deflection · Sidewalk Extension ü X X ü · Textured Crosswalk ü ü ü ü Horizontal Deflection · Chicane (one-lane) ü X X X · Curb Extension ü ü ü ü · Curb Radius Reduction ü ü ü X · On-Street
Parking ü ü ü ü · Raised Median Island ü ü ü ü · Traffic Circle ü ü X X · Road Diets ü ü ü ü Obstruction · Directional Closure ü ü X X · Raised Median Through Intersection ü X X X ·
Right-In/Right-Out Island ü X X X Signage · Right-/Left-Turn Prohibition ü ü ü ü · Traffic Calmed Neighbourhood ü ü ü ü · Information Signage ü ü ü ü Key ü -suitable X – not suitable
1 Only where traffic volumes are low. Those traffic calming measures recommended for use in Maple Ridge are briefly summarized as follows: 7.1.1 Vertical Deflection This section describes
traffic calming measures that cause a vertical deflection of the vehicle. The following measures are recommended for use within the District of Maple Ridge as summarized in Table 7.1.
· Sidewalk extensions are intended for use on local streets. The primary purpose of a sidewalk extension is to indicate that pedestrians on the sidewalk have priority over vehicles
approaching on the roadway. Sidewalk extensions are only considered along or crossing a local road.
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Textured crosswalks are appropriate for use on all roadways. A textured crosswalk incorporates a textured and/or patterned surface that contrasts with the adjacent roadway surface.
The primary benefit of textured crosswalks is that they better define the crossing location and can further enhance other measures such as raised crosswalks and/or curb extensions.
7.1.2 Horizontal Deflection This section describes traffic calming measures that cause a horizontal deflection of vehicles. These types of measures discourage short-cutting or through
traffic to varying degrees and may also reduce vehicle speeds, reduce conflicts and enhance the neighbourhood environment. · One-lane chicanes discourage speeding by requiring motorists
to weave around two offset extensions of the curbs and to yield to oncoming traffic. One-lane chicanes have proven to be somewhat effective at reducing vehicle volumes. Chicanes are
used in limited applications, primarily on local streets where driveway spacing and on-street parking allow for the installation of the chicane. They cannot typically be used where
on-street parking is heavily used. They are generally designed to accommodate surface drainage along the gutter, and can incorporate landscaping. In the District of Maple Ridge, one-lane
chicanes will only be considered for local streets. · Curb extensions improve pedestrian safety by reducing the distance that pedestrians must cross a roadway, and by improving the
visibility of pedestrians for approaching motorists, and the visibility of approaching vehicles for pedestrians. Curb extensions can be used at intersections and at midblock locations,
and can be used alone or in combination with a raised crosswalk and/or a median island. In addition to their pedestrian safety benefits, curb extensions on one or both sides of the
roadway also help to reduce vehicle speeds. For this purpose, curb extensions may be built on either urban or rural roadway cross sections. In the District of Maple Ridge, curb extensions
may be considered along all road classes including transit and emergency response routes.
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Curb radius reduction is the reconstruction of an intersection corner to a smaller radius. This measure effectively slows down right-turning vehicle speeds by making the corner ‘tighter’
with a smaller radius. A corner radius reduction may also improve pedestrian safety to a certain degree by shortening the crossing distance. This type of measure is acceptable on most
classes of roadway, but its use is often limited to specific situations where the existing intersection geometry would allow the reconstruction. In addition, curb radius reductions
should not be used on transit routes. · On-street parking is a practical way of decreasing the effective road width by allowing vehicles to park adjacent and parallel to the road edge.
This type of measure is applicable on most classes of road, but may not be that effective on rural cross-sections, unless obstructions are placed at the roadside to prevent vehicles
from parking too far off of the roadway. In addition, continuous on-street parking along longer streets without intermediate passing opportunities may be inappropriate. The primary
benefit of allowing on-street parking as a traffic calming measure is the reduction in vehicle speeds due to the narrowed travel space. · Raised median islands are installed in the
centre of an arterial or collector road to slow traffic without affecting the capacity of the road. Raised median islands are particularly useful at unsignalized crosswalks on higher-volume
roads, as they increase motorists’ awareness of the crosswalk and permit pedestrians to cross half the road at a time. Raised median islands can be combined with curb extensions and/or
raised crosswalks to further improve pedestrian safety. These measures may be considered on all classes of roadway. · Traffic circles should only be used at intersections of local residential
streets, and intersections of local streets and minor collector roads where traffic volumes are balanced. They should not be used on industrial collector or arterial roads, even where
these roads intersect local residential streets. Experience in other
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has shown that, where traffic circles are located on major roads, traffic entering the traffic circle from the major road often fails to yield to traffic that has already entered from
the local street, creating a safety concern. Traffic circles should not be confused with a similar traffic control device – the modern roundabout · Road diets are a new technique used
to better define roadspace for various users and to encourage motorists to slow down. In many cases, wide local and collector streets do not have pavement markings (other than a centre
line in the case of collectors) to clearly indicate where motorists should drive. Road diets involve the addition of pavement markings to define driving space, parking space, and, in
some cases, bicycle facilities. More clear definition of driving space can induce drivers to reduce their speed. Road diets also refer to the technique of reducing four-lane arterial
roads to two-or three-lane arterials with bicycle facilities and/or on-street parking. Road diets can apply to any type of road in Maple Ridge. 7.1.3 Obstruction This section describes
those traffic calming measures that obstruct specific vehicle movements. These types of measures are typically implemented at intersections, but may also be applied at some mid-block
locations. The primary benefit of obstruction measures for traffic management is that they effectively calm traffic behaviour without compromising bicycle or pedestrian movements. Although
these types of measures are effective at discouraging short-cutting and through traffic to varying extents, they are only recommended for use when horizontal or vertical deflection
measures would not be effective or appropriate. The following obstructions are appropriate for use in Maple Ridge, as per Table 7.1. · Directional closures are applicable for use only
on local residential streets, but at intersections with other road classes such as collectors and arterials. A directional closure is a curb extension or other barrier that extends
into the roadway, approximately as far as the centreline. This device obstructs one side of the roadway and effectively prohibits vehicles travelling in that direction from entering.
Directional closures are especially useful for controlling non-compliance of one-way road sections and are compatible with other modes such as bicycles. At all directional Parking Lane
Two Marked Travel Lanes Sidewalk Park Space
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bicycles are permitted to travel in both directions through the unobstructed side of the road, however, some directional closures have a pathway built through the device specifically
for bicycles. · Raised median through intersection. These devices are used on the centrelines of twoand four-lane roadways to prevent left-turn and through movements to and from intersecting
streets. This type of device is appropriate for use on all classes of road in Maple Ridge and is especially effective at preventing short-cutting and through traffic while providing
some secondary pedestrian safety benefits. In the District of Maple Ridge, raised medians through intersections are appropriate where local roads intersect higher classes of road. ·
Right-in/right-out islands are raised triangular islands located on an intersection approach to limit the side street to right turn in and out movements. Similar to a raised median
through an intersection, this device is used primarily to restrict movements to and from an intersection roadway. In Maple Ridge, rightin/right-out islands may be considered only for
use in locations where local residential streets intersect another roadway of any class. 7.1.4 Signage Signage prohibiting turns and through movements should only be used as an alternative
in situations where appropriate traffic calming measures cannot be used. The use of signage without accompanying physical traffic calming devices should be avoided where possible, as
this can create an enforcement problem and, as a result, can be costly in terms of police resources. There is, however, one type of signage that can be used to complement the physical
devices installed through a traffic calming plan. · Traffic-calmed neighbourhood signage is used to notify motorists and other road users that they are about to enter a neighbourhood
that has been ‘calmed’ by the installation of various traffic calming measures. Although this signage alone does not have any significant impacts on driver behaviour, it aims to make
the motorist
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of the conditions they are about to enter and could potentially act as a ‘deterrent’ for motorists looking for a short-cut. · Information signage may be used to raise awareness about
neighbourhood traffic issues. Although signage may help to increase the awareness of motorists to undesirable driving behaviour, it will not generally have any significant impacts on
speeding or short-cutting. 7.2 Measures Not Recommended for Use in Maple Ridge Through discussions with District staff and the emergency service providers in Maple Ridge (RCMP, ambulance
service, fire service), the following traffic calming measures are not recommended for use: · Speed humps. Speed humps are not the same as speed bumps used in parking lots and designed
in many communities. Speed humps are used throughout the Lower Mainland for traffic calming purposes, but create delays and inconvenience for emergency services in particular. District
staff and the emergency services do not recommend speed humps for use within Maple Ridge because of potential delays to emergency vehicles, as well as safety concerns for passengers/patients
in fire vehicles and ambulances. As well, because there is a large contingent of volunteer fire fighters in Maple Ridge, there is also an issue with educating drivers on the location
of speed humps and preferred response routes throughout the District. · Raised crosswalks. A raised crosswalk is essentially a speed hump combined with a crosswalk. For reasons similar
to those for speed humps, the District and emergency services prefer not to consider raised crosswalks for use in Maple Ridge. · Raised intersections are not readily visible to motorists
and other roadway users. Consequently, their effects on vehicle speeds and traffic volumes are minor, at best. Given the high cost of retrofitting raised intersections on existing roadways,
it is recommended that raised intersections not be used in Maple Ridge as a traffic calming measure. · Rumble strips are typically used on high-speed rural roadways at approaches to
unsignalized intersections. Because this situation does not exist within the District, and because rumble strips create concerns for maintenance, snow clearing, and particularly cyclists,
they are not recommended for use in the District of Maple Ridge. · Diverters are only used where significant short-cutting problems exist and should only be considered in extreme circumstances,
as they severely restrict access for residents and transit and emergency vehicles, unless pass-through facilities are
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Given the existing scope of traffic management issues being raised within the District, diverters are not recommended for use at this time. · Intersection channelization is used to
delineate specific movements at or through an intersection. They typically restrict access to and from cross-streets and therefore impact access to neighbourhoods for residents and
emergency vehicles. In addition, they are costly to implement. For these reasons, intersection channelization is not recommended as a traffic calming technique at this time. · Full
closures are typically only considered as a last resort, as they completely restrict access for residents and others travelling to and from locations within a neighbourhood. They also
restrict emergency and transit access. Less restrictive measures should be considered first, as in most cases these can achieve the same results, without the severe impacts associated
with a full closure. · Signage. As mentioned in the previous section, signage that prohibits turning and through movements should only be considered when other methods of traffic calming
are not effective or appropriate. Experience in other communities has shown that signage alone – to prevent vehicle movements, control traffic, or restrict speeds – is generally not
effective. For example, the addition of unwarranted stop signs may in fact lead to reduced compliance by some drivers, which in turn affects safety for other motorists, cyclists, and
pedestrians. In this regard, signage must generally be combined with significant enforcement activities or other physical traffic calming measures to meet the objectives of neighbourhood
traffic management. In the District of Maple Ridge, it is not recommended that speed limit, stop signs, and prohibition signage alone be considered as an appropriate traffic calming
device. 7.3 Design Notes The following information regarding the design of traffic calming devices is intended to supplement or replace information presented in Section 4 of the Canadian
Guide to Neighbourhood Traffic Calming. These guidelines reflect experience and new techniques developed since the Guide was published. 7.3.1 Design Guidelines This section presents
improved and modified designs for several traffic calming measures. These changes address deficiencies of the designs presented in the Guide, and reflect proven practices in BC. · Curb
extensions. The minimum dimensions indicated in the Guide for curb extensions (Section 4.3.2 of the Guide) are excessive, and might unnecessarily reduce opportunities for on-street
parking. Figure 7.1 indicates minimum dimensions
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for conditions in Maple Ridge — these dimensions are used for curb extensions in Vancouver and other municipalities in BC. Figure 7.1: Minimum Dimensions For Curb Extensions in Urban
Areas · Traffic circle. Landscaping should be included in the centre of a traffic circle to enhance visibility and aesthetics, rather than a hard surface or a planter. Specific guidelines
regarding landscaping include: - Asphalt should be removed from the centre of the traffic circle prior to landscaping. 150mm of pavement should be left along the inside edge of the
traffic circle curb, so as to provide stability for the concrete curb. - The traffic circle should be filled with clean fill material. This should be covered by 75mm of topsoil, which
should in turn be covered with 50mm of planting mulch. - A maximum slope of 3:1 should be used for material within the traffic circle. - Plant material should be selected which requires
minimum irrigation during summer months, and minimum maintenance. - Trees may be placed within the centre of traffic circles. Circles less than 5m in diameter should include one tree
placed in the centre of the circle. Circles larger than 5m in diameter can incorporate up to three trees, each of which is located at least 1.25m back from the curb face of the circle.
Trees must be watered weekly for one hour during the first two years after planting.
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Raised median islands. The minimum dimensions indicated in the Guide for raised median islands and raised median islands through intersections (Sections 4.3.5 and 4.4.5 of the Guide,
respectively) are excessive, and might unduly impact traffic operations and on-street parking on some streets. Figure 7.2 and Figure 7.3 indicate minimum dimensions appropriate for
conditions in the District — these dimensions are used for raised median islands in Vancouver and other Lower Mainland municipalities. Figure 7.2: Minimum Dimensions For Raised Median
Islands
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7.3: Dimensions for Raised Median Islands Through Intersections · Directional closure. The designs for directional closures illustrated in the Guide (Section 4.4.1) can cause problems
for cyclists where vehicles are parked against the back side of the closure, and can increase maintenance efforts as a result of debris accumulated in the bicycle channel. An alternative
design of directional closure was developed in Vancouver to address these problems, as illustrated in Figure 7.4 and Figure 7.5, and is recommended for use in Maple Ridge.
District of Maple Ridge Neighbourhood Traffic Management Practice Page 41 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc Figure
7.4: Directional Closure (No Entry) Figure 7.5: Directional Closure (No Exit) · Right-in/right-out island. The design of a right-in/right-out island should be based on two design vehicles
— a passenger car and an SU-9 single-unit truck. As illustrated in Figure 7.6, the width of the roadway through the device should only be sufficient to accommodate the design passenger
car. A sloping concrete apron (similar to that used on traffic circles) should be incorporated at a width sufficient to accommodate the design truck. This approach to the design of
right-in/right-out islands helps to discourage motorists in passenger cars from attempting to circumvent the device by turning left or travelling straight through the intersection.
If the width of the roadway through a right-in/right-out island is constructed so as to accommodate a
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truck, it is very easy for a motorist in a passenger car — particularly a compact car — to circumvent the device. This reduces the effectiveness of the device and creates an enforcement
problem. Figure 7.6: Right-In/Right-Out Island · Roads without curbs. In most cases, all traffic calming measures can be implemented along roads with rural cross-sections without special
provisions – recognizing that site specific provisions for drainage, grade and other factors are always required. Traffic circles, however, do require special provisions along roads
without curbs. Constructing traffic circles on roads without curbs requires constructing short sections of curb on all four corners of the intersection, to force motorists to slow down
as they travel around the traffic circle through the intersection. As illustrated in Figure 7.7, the gravel area on the back side of the curb should be at the same elevation as the
surface of the road, and should not be backfilled to the height of the curb. This discourages motorists from driving over the curbs.
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7.7: Traffic Circle Construction on Roads Without Curbs 7.3.2 Signage and Pavement Markings This section describes additional or modified signage for traffic calming devices, to supplement
information contained in the Guide. · Object markers with curb extensions. The Guide indicates that object markers (WA-36R) should be used with curb extensions. Although appropriate
and necessary on arterial and collector roads, the use of object markers is optional on local streets. Residents often consider object markers to be ‘visual pollution’ and consequently
their use on local streets should be minimized or avoided altogether. · Traffic circle signage. Yield signs should not be used with traffic circles. Rather, traffic circles should be
identified in advance with a ‘Traffic Circle’ warning sign, as illustrated in Figure 7.8. This sign not only alerts motorists and other road users to the presence of a traffic circle,
but also illustrates how persons should travel through the intersection. If desired, the Traffic Circle sign can be modified as shown in Figure 7.8 for installations at three-way intersections.
District of Maple Ridge Neighbourhood Traffic Management Practice Page 44 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc Figure
7.8: Traffic Circle Sign (with modifications for three-way intersections) 7.3.3 Construction and Temporary Measures The Guide does not provide information regarding construction techniques
or the use of temporary measures. Consequently, key guidelines are provided in this section. Where possible, traffic calming devices should initially be constructed on a temporary basis.
For a period of at least six months, the performance of the device should be monitored to ensure that the desired effects are achieved. Once the device has proven successful, it can
be constructed on a permanent basis. This avoids the risk of removing or modifying a permanent installation that was constructed at a much higher cost than a temporary installation.
If changes to the configuration of the device are necessary, these can be incorporated prior to permanent construction.
District of Maple Ridge Neighbourhood Traffic Management Practice 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc APPENDIX
A Expanded Traffic Calming Process
District of Maple Ridge Neighbourhood Traffic Management Practice 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc A EXPANDED
TRAFFIC CALMING PROCESS This Appendix presents a process for undertaking a traffic calming plan when additional consultation with residents is considered necessary. An expanded process
may be desirable when: · The whole system of streets within the larger area needs to be considered. · Potential spillover effects from the application of traffic calming measures on
one street may occur. · Broader community involvement is needed. · Significant economies of scale can be achieved by considering traffic calming on a broader scale. The expanded process
is illustrated below in Figure A.0.1. Figure A.0.1: Process with More Extensive Consultation Initiate Area-Wide Traffic Calming Plan Walkabout Community Interest? Respond to Request(s)
Yes No Information Meeting Community Letter/Questionnaire Collect Additional Data Potential Solutions Open House Refine Plan Council Approval? Implement Plan Yes No Submit Plan to Council
Community Support? Yes No STAGE 1 – Gauging Community Interest STAGE 2 – Developing the Plan STAGE 3 – Council Approval Refine Plan Major Changes Minor Changes Collect Preliminary Data
This process incorporates the same three stages as for the more streamlined process outlined in Section 5.2. As for any traffic calming plan, it is important to gauge community interest
in traffic calming early in the process to determine whether there is
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for proceeding with the preparation of a plan during Stage 2. The approach to gauging that interest is similar to that outlined in Section 5.2. The primary differences between this
process and the streamlined process occur during Stage 2. In particular, the following consultation activities are unique to this expanded process: · Walkabout. In larger neighbourhoods
or where the number of traffic issues is more significant, the community involvement process may be initiated with a public event known as a Walkabout. A Walkabout is typically a two-to
four-hour walk led through the study neighbourhood by District staff and/or consultants, where members of the community are invited to attend and point out or discuss traffic issues
firsthand. It should be noted that, at this event, it is advisable not to discuss potential solutions – this discussion is best left until after the data has been collected and more
information is known about specific problems. It is generally advisable to hold Walkabouts on weekends, when attendance is likely to be higher. Notice about the Walkabout and the intended
route (including intermediate meeting locations) should be distributed to residents more than a week in advance of the event. · Information Meeting. A public meeting is often held around
the same time as the Walkabout to give the community a chance to learn about traffic calming, its potential outcomes, the plan development process, and to meet and discuss neighbourhood
traffic issues and opportunities. It is often useful to have a questionnaire or comments sheet at this meeting that attendees can use to provide feedback. · Community Open House. After
potential traffic calming solutions for a neighbourhood are developed, and after distribution of the community survey occurs (see Section 5.2), a community open house should be held
to provide residents and other members of the community the chance to speak with members of the planning team about the proposed plan. This open house is a good opportunity for residents
to ask questions about the plan and review applicable background information. Residents can also be encouraged to return their completed surveys at this event. Once community support
for the traffic calming plan is established, the process continues as described for the streamlined process.
District of Maple Ridge Neighbourhood Traffic Management Practice 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc APPENDIX
B Data Collection Guidelines
District of Maple Ridge Neighbourhood Traffic Management Practice 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc B DATA COLLECTION
GUIDELINES This section provides an overview of data collection and monitoring needs, as part of the Maple Ridge Traffic Management Program. B.1 Data Collection Activities Data are
needed at three different stages of neighbourhood traffic management, as described below: · Determining priorities. In order to determine neighbourhood priorities for developing traffic
calming plans, data needs include traffic management requests, collision data, sidewalk inventories, roadway geometry (topographic mapping) as well as scheduling for other District
programs. These data should be collected on an annual basis for the purpose of updating priorities. · Preparing plans. During the preparation of a neighbourhood plan, data are collected
to verify reported problems, and to determine the extent and nature of a problem. These data may include (but are not be limited to) traffic volumes, speeds and classifications, intersection
counts, parking utilization, licence plate traces and pedestrian and bicycle volumes. New data are typically collected only in locations where problems are reported and where data are
not already available. · Monitoring. Following the implementation of a neighbourhood traffic calming plan, data may be collected to monitor the performance of the measures, and to identify
any new problems. Data collected during the preparation of a traffic calming plan represents ‘before data. Following implementation of the plan, ‘after’ data should be collected at
the same locations and in the same conditions as ‘before’ data. Data should also be collected at other locations where new problems are identified, and data collected through the municipality's
annual data collection program should be reviewed to identify potential problems which might arise as a result of changes in travel patterns. B.2 Types of Data As part of the development
of neighbourhood traffic calming plans, three principal types of data are typically collected as follows: · Traffic volumes. Traffic volume data provide an indication of the total traffic
travelling along the neighbourhood streets during a given period (e.g., 24-hour or peak period). The primary purpose of collecting traffic volume data is, not only to provide an indication
of the overall number of vehicles or mixture of traffic during a given period,
District of Maple Ridge Neighbourhood Traffic Management Practice 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc but also
to identify the extent of non-local traffic (which may be supported with through traffic surveys). While the District’s desired level of traffic along a local roadway may be on the
order of 1,500 vehicles per day, for example, experience suggests that the expected volumes should be more related to the area land uses and network characteristics. For example, a
neighbourhood with mixed-use developments on the fringe may generate almost 2,000 vehicles per day along the street system. Similarly, a long cul-de-sac supporting significant residential
development may carry well over 1,000 vehicles per day. In both cases, very little could or should be done to address traffic volumes if generated by uses within the community. Conversely,
roadway volumes of 1,000 vehicles or more per day along a roadway with 50 homes may be considered high for the land use characteristics and road network, and indicative of a short-cutting
problem. In this regard, specific actions may be taken to address volumes and /or through traffic problems. · Travel speeds. The travel speed data provide the means of assessing the
degree to which speeding is a problem along a particular street. Speed studies are ideally conducted over a 24-hour period using automatic traffic recorders. The primary measure of
interest with respect to speed is referred to as the 85th-percentile. In other words, if 85% of the drivers along a particular street are driving at or below the posted speed, this
is generally within an acceptable range. In this circumstance, one would conclude that the identified problem might be attributed to a few speeding drivers in which traffic calming
would not be the appropriate solution. However, if the 85th-percentile speed is greater than the posted speed, traffic calming measures could be very effective in reducing speeds. ·
Through traffic. The proportion of through traffic simply refers to the amount of traffic along a neighbourhood street that is not generated by the community. Through traffic patterns
can be determined through various sources such as intersection counts and licence plate surveys. Once again, there is no threshold of through traffic that is acceptable. Similar to
the traffic volume issues, the lack of an adequate road hierarchy or land use patterns can result in short-cutting traffic. In these circumstances, traffic calming may not redirect
traffic to more desirable roads, but to neighbouring community streets. Since through traffic can often be the source of speeding vehicles within a community, and in the absence of
alternative roads to divert non-local traffic, traffic calming solutions may be concentrated on addressing driver behaviour within the neighbourhood. B.3 Methods of Collection This
section provides guidance for conducting specific data collection activities. These guidelines are intended to ensure that data are appropriate for traffic calming study purposes, are
meaningful, and are collected in the most cost-effective manner.
District of Maple Ridge Neighbourhood Traffic Management Practice 1880.0010.1G /May 2004 C:\DOCUME~1\CeriM\LOCALS~1\Temp\Neighbourhood Traffic Managment Practices -9.07.doc · Traffic
volume and speed data should be collected for a minimum 24-hour period, and desirably for 48 or 72 hours. This ensures that no time periods are overlooked when problems might occur,
and avoids the need to repeat data collection activities if residents indicate that data were not collected at the time that problems occur. · Traffic volume and speed data are best
recorded through the use of automatic counters, ideally one that can also record speeds. Radar guns are not an effective tool for collecting speed data, as observers are often visible
to motorists, and can bias results by selecting only lead vehicles in platoons. Speeds should be recorded in mid-block locations, as far from intersections as possible. · Intersection
movements can only be recorded manually — automatic counters are not useful for this purpose. Intersection counts should be undertaken during time periods when problems are reported
to occur, and for a minimum of two hours at a time. If problem time periods are not known, intersection counts should be undertaken for a total of six hours — two hours during the a.m.
peak period (typically 7:00 to 9:00 a.m.), two hours in the midday (typically 11:30 a.m. to 1:30 p.m.), and three hours in the evening (typically 4:00 to 6:00 p.m.). Observers should
also record pedestrian and cyclist volumes. · Licence plate traces should only be conducted in areas with a small number of access points, so that through traffic can be conclusively
identified. A minimum 90-minute time period is required, which results in one hour’s worth of useful data. The cost of conducting licence plate traces can be reduced by using volunteers
from the community.