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Home My WebLink About07/11/2018 10 V i 06 000 see Meeting Location: Municipal Center City of Apple 7100 147th Street West Valley Apple Valley, Minnesota 55124 TRAFFIC SAFETY ADVISORY COMMITTEE REGULAR MEETING TENTATIVE AGENDA July 11, 2018 - 7:00 P.M. 1. Call to Order 2. Approval of Agenda 3. Audience - 10 Minutes Total Time Limit - For Items NOT on this Agenda 4. Approval of Minutes of May 09, 2018 Regular Meeting 5. Regular Agenda Items: A. 14025 140th Ct Additional Cul-De-Sac Signage Review B. 14113 Garden View Court Additional Cul-De-Sac Signage Review C. Palomino Speed Study Review of past findings D. Parking in Regents 2nd Neighborhood for Quarry Point Park Activities E. Harmony Way Speed Concern and Warning Signage Request F. Driver Feedback Signs Requests and Deployment Schedule G. Traffic and Speed Concerns on 160th Street H. MSA Traffic Count Updates 6. Informational Items A. Other Traffic Concerns Communicated to the City: 1. Police A. Pilot Knob and Embry Way 2. Public Works A. 152nd Street Speed ("cut through from Foliage to Galaxie") B. 147th Street Speeding C. Founders Way One-Way B. Educational Issues 1. TZD Conference Update 7. Adjourn. NEXT REGULARLY SCHEDULED MEETINGS: Wednesday September 12, 2018 7:00 p.m. (Regular) Welcome to the Apple Valley Traffic Safety Advisory Committee meeting. The Committee is a forum to hear citizen concerns regarding traffic and parking on City streets, as well as pedestrian and bicycle safety issues. The Committee also evaluates proposals for traffic control devices, signage, and striping and considers citywide traffic education and communication programs. The Committee encourages residents to bring their concerns forward and appreciates your efforts to help make our City a safer community. Specific traffic solutions may also have unintended and potentially dangerous consequences as there are often engineering and liability issues involved with traffic controls and roadway designs to consider. When evaluating resident concerns, the Committee follows a process that looks broadly at multiple possible solutions and utilizes the City's engineering resources to help determine the most appropriate solution for identified problems: 1) The concern is received. 2) Options are identified to address the concern. 3) Additional analysis of the options to determine engineering, legal liability, and financial constraints or issues may be necessary. 4) A recommendation is made. We appreciate your participation in exploring the most appropriate solution for the problem in your area. Traffic Safety Advisory Committee City of Apple Valley May 9, 2018 7:00 p.m. Municipal Center Minutes 1. Call to Order The meeting was called to order at 7:00 p.m. by Chair Arthur Zimmerman. Members Present: John Bermel, Linda Dolan, Charles Grawe, Fred Puente, Joe Shaw, Arthur Zimmerman Members Absent: Matt Saam Consultants/Alternates Present: Brandon Anderson, City Engineer, Ahmed Omer, Engineer Others Present: Todd Haugesag 2. Approval of Agenda MOTION: Mr. Grawe moved, second by Ms. Dolan to approve the agenda as presented. Motion passed 6-0. 3. Audience Items Mr. Haugesag expressed concern about traffic speeds and volumes on Palomino Drive. He believes there have been many rear-end collisions with west-bound traffic. He would like to see the 35 mile per hour speed zone extended. The group explained that the State, not the City sets the speed limits. Mr. Anderson said staff will evaluate the crash history and will put the roadway on the list of areas to receive the driver feedback signs. 4. Approval of March 14, 2018 Minutes MOTION: Mr. Puente moved, second by Mr. Bermel, to approve the Minutes of March 14, 2018. Motion passed 4-0. (Mr. Shaw abstained.) 5A. Concerns about On-Street Parking on 142nd Street East of Cedar Avenue Mr. Anderson explained that parking is currently allowed on both sides of the street. There is a neighborhood park with a soccer field that draws large numbers of vehicles which park on both sides of the street. The park shares a parking lot with the higher education building. Someone posted signs in the parking lot that indicate that the parking lot is not for park use. These signs are inaccurate and will be removed. With park users able to use the adjacent parking lot, there should not be the need for much on-street parking. 5B. Concerns about Speed on 142nd Street between Johnny Cake and Pilot Knob Mr. Anderson explained the route is popular with traffic going to and from the waterpark in the summer. The Police Department will increase enforcement efforts and Public Works will add this street segment to the list of areas to receive the driver feedback signs. 5C. Concerns about Speed on Walnut Lane Mr. Anderson explained the road is scheduled for reconstruction in 2020. Most of the traffic on the roadway is local and there is no motive for outside traffic to travel the roadway as a cut-through. The Police Department will increase enforcement in this area. 5D. Review One-way Street Designation on Eastchester Mr. Anderson explained the road was part of a series of small private roadways constructed to width standards less than what the City requires for its streets. For reasons that have yet to be determined, most of the roadways remained private, but a small segment was turned over to the City. The roadway's width does not allow for two-way traffic and has been posted as a one-way street. The adjacent private roadways do not restrict direction of travel. Staff continues to look for possible solutions. 5E. Driver Feedback Signs Requests and Schedule Mr. Anderson said there is a lengthy list of neighborhoods requesting temporary posting of the driver feedback signs to address speeding concerns. 5F. MSA Traffic Count Updates Mr. Anderson said the City is collecting MSA traffic counts. 6A.Other Traffic Concerns Communicated to the City of Apple Valley Police Concerns In follow-up to a concern from the previous month, Mr. Bermel reported that the Department's commercial vehicle inspector(CVI) has been working on truck enforcement. Public Works Concerns Mr. Anderson said requests for more flashing yellow traffic signals are very popular, but need to be coordinated with the County. The City received a request for a four-way stop sign at Dodd Road and Eagle Bay Drive. This will be evaluated for warrants. 6B.Educational Issues and Grant Opportunities The Toward Zero Deaths Metro area meeting was held on April 181h. The Minnesota conference will be October 23rd and 24th. 7. Adjourn MOTION: Mr. Grawe moved, second by Mr. Puente, to adjourn. Motion passed 6 - 0. Meeting was adjourned at 8:05 p.m. Long-Term Effectiveness of Dynamic Speed Monitoring Displays (DSMD) for Speed Management at Speed Limit Transitions Wayne Sandberg, Ted Schoenecker, Kristi Sebastian, and Dan Soler Abstract. Speeding continues to be a significant safety issue on today's roadways. Studies have demonstrated that increased compliance with property established speed limits reduces crash incidence and severity. One of the outcomes of Intelligent Transportation System (ITS) technology is the development of practical tools to enable the traffic engineer to more effectively manage speed on their roadway system. The Dynamic Speed Monitoring Display (DSMD) sign is one such tool. These signs measure the speed of the approaching vehicles and then feed this information back to the driver in real time via a dynamic message display. Portable DSMD signs (a.k.a. speed trailers) have been shown to be an effective engineering countermeasure for short-term speed control. However, experience has shown that as soon as the device is removed, speeds soon return to their previous levels. This paper reports the results of a long-term evaluation of DSMD signs at speed reduction transition zones, which are those locations where the speed limit changes from a higher speed to a lower speed. The study was specifically targeted at locations were a rural highway transitions into an urbanized area. The study found a statistically significant decrease in overall vehicle speed immediately after the installation of the DSMD signs. The average speed reduction across all of the study sites was seven mph and it was found that these speed reductions were maintained over the course of the one year duration of the study. DSMD signs were shown to be effective long-term for speed management at speed transitions zones. INTRODUCTION Drivers who exceed the posted speed Ili-nits have become a major concern for transportation agencies, cities and communities. These drivers, whether intentionally or not, place themselves and others in danger as well as reduce the overall quality of life for nearby residents and neighbors. Recent research suggests that safety can be improved by increased driver conformance to the posted speed (I). The challenge agencies face is how to improve conformance with the posted speed limit. Many speeding drivers are local residents who are comfortable with the area. These motorists, many times, unconsciously speed through their own neighborhoods. The static speed limit sign alone, while effective in many areas, does not always create the conformance that is desired. Generally, the concern related to speed conformance manifests itself at locations where the regulatory speed limit changes. These locations, generally involving changes from a higher speed (e.g,, 50 mph) to a lower speed (e.g., 35 mph), are often related to a change in the characteristics of the roadway environment. For example, a two-lane highway may have a speed limit of 55 miles per hour. As the same highway enters into a more residential area, the speed 1 limit may drop to 35 miles per hour. Although the amount of traffic is constant, the presence of homes, businesses, and pedestrians necessitates the need for a lower travel speed. Historically engineers have looked to enforcement tools, either active or passive, as a solution to speeding. Active enforcement entails police vehicles patrolling the roadway writing tickets to speeding motorists. Passive enforcement relies on the motorists to correct their own driving behavior. An example of this is the use of a portable speed trailer placed along a roadway. In both cases, observations have show that once the police vehicle is out of sight or the speed trailer is removed, vehicle speeds return to their previous levels (2, 3). Engineers have had a limited toolbox when it comes to improving speed limit conformance. Additionally, ideas that once worked, soon become obsolete or lose their effectiveness. Traffic characteristics of roads can change with time and development. Many locations that were once outlying low volume rural roads are seeing significant increases in traffic volume and vehicle speeds as urban areas grow. Conventional tools included the installation of signs and/or pavement markings and the use of high visibility sheeting to increase sign conspicuity. Even with these efforts, many drivers will still exceed posted speed limits. One new tool that addresses speed issues by combining engineering and education is the Dynamic Speed Monitoring Display (DSMD) sign (Figure 1). DSMD signs are a practical outcome of advances in ITS technology. These traffic control devices are self contained ITS systerns that measure the speed of an approaching vehicle using a radar embedded in the sign, then feeding this information back to the driver in real time via a dynamic message display, The DSMD sign encourages the driver to act more safety by adjusting their speed to come into compliance with the posted speed limit. The DSMD sign, permanently installed in conjunction with a standard static regulatory speed limit sign (MUTCD R2-1), provides information to the motorist of the speed at which they should be driving with the static sign and the speed at which they are driving with the DSMD sign — a total package of information that is easy for the driver to comprehend without distraction. 2 Figure I —Dynamic Speed Monitoring Display (DSMD) Assembly used in this study L M 1 YOUR PEED i Ali 11 f,l Nw tiJ Y/'IIID p�� ;%//��l��j�iirtrvirinYir�ri!��1A1�f1117W9J THE STUDY Studies have been conducted on the effectiveness of permanently installed DSMD signs in a number of applications, particularly for speed management in school zones and urban traffic calming (4, 5). The purpose of this paper is to report on the results of a long;-terra evaluation of these devices at speed reduction transition zones, which are those locations where the speed limit changes (transitions) from a higher speed to a lower speed. The study was specifically targeted at locations were a rural highway transitions into an urbanized area. An important objective of this study was to assess the long-term effectiveness of permanently installed DSMD signs. It is well documented that DSMD signs are an effective speed management tool, but the majority of the studies have only evaluated shot term effectiveness—typically over the course of a few days to a few months (6, 7). Concerns have been raised that DSMD signs may lose their effectiveness over time as drivers become accustomed to seeing;there on a regular basis. STUDY DESIGN The study was conducted as a Before-and-Atter with Control site design (8). This format was chosen due to the long-term nature of the study. Use of a control (untreated) site chosen randomly from the population of possible treatment sites overcomes the drawbacks associated with simple Before-and-After studies. A control ,site provides information on both seasonal and long-term variation in traffic. The criteria used to identify the test sites were 3 I) Located on county controlled roads within Washington County or Dakota County, Minnesota. 2) Transition from a rural high speed highway to an urbanized area. 3) Reduction in posted speed limit of 10 mph or greater at the transition. 4) Existing history of speed related safety concerns. 5) No other engineering measures planned at the site for at least 12 months. Five locations were chosen from among a number of potential locations meeting the criteria. Four locations were designated as experimental sites arid. one as the control site (Table 1). The three sites in Washington County (2 experimental, I comparison) were speed reductions from 50 to 30 mph, 55 to 40 mph and 55 to 30 mph (Control) on rural two lane highways as they entered urban areas. The Dakota County locations were located along a single stretch of highway where there were two successive speed transitions. The first transition was from 55 mph to 45 mph followed by a second transition 0.7 miles downstream from 45 mph to 35 mph. All the locations in this study were two lane roads. At each of the experimental locations, the existing R,2-1 sign indicating the reduced speedwas replaced with an assembly consisting of a DSMD sign mounted directly below the speed limit sign(see Figure 1). No changes were made at the Control site. Table I- Study Test Sites Location Initial Speed Reduced Speed Average Daily Date DSNM Limit Limit at Traffic Signs Transition Installed (mph) (mph) (ADT) Experimental Sites Hugo (CSAH 8) 50 30 12,000 Nov 2004 WashinSton County Bailey (CSAH 18) 55 40 4,000 Nov 2004 Washington County Hastings#I (CSAH 46 ) 55 45 11,000 May 2005 Dakota County Hastings 42 (CSAH 4G) 45 35 11,000 May 2005 Dakota County Control site(untreated) Stonebridge (CSAH55 30 5,000 Washington County Note:CSAH z=County State Aid Highway Dynamic Speed Monitoring Dinlay Assembly The DSMD signs used in this study were 3M Driver Feedback Signs operating on AC power. These signs conform to the requirements of the MUTCD for changeable message signs that display to approaching drivers the speed at which they are traveling (9). The dimensions of the speed limit sign and the DSMD sign were both 36 inch x 48 inch. This sign size is recommended in the MUTCD for use on higher speed rural highways. The signs used in the study utilize a NEMA TS4 Hybrid dynamic message display that combines Fluorescent Yellow- Green retroreflective pixels with integrated high-output 590 nm lnGaAlP LEDs (10). Hybrid displays were chosen to maximize sign target value and legibility under all conditions — day, 4 night and inclement weather. The frame surrounding the hybrid display as well as the face of the R2-1 Speed Limit sign was White ASTM Type IX retroreflective sheeting, The DSMD used K-band radar embedded within the sign to measure the speed of the approaching vehicles. The signs were programmed to display the speed to the motorist in real time and to flash until that motorist slowed down to at or below the posted speed limit at the transition point. The DSMD signs were programmed with minimum and maximum speed display cut-off limits to discourage reckless drivers attempting to see how fast they could go. These signs also have the capability for vehicle speed data collection; however, this feature was not used for this study. Data Collection Limited data for analysis is a common problem in field research. Sufficient data must be collected in order to allow a thorough analysis of the results of the experiment. Vehicle speed and traffic volume data was collected at two positions at each location. The first position, denoted the Advance site, was one-third to one-half mile upstream of the speed limit reduction. The position of the Advance site was chosen such that the DSMD was inconspicuous in the distance, The Advance sites also function as comparison sites since speeds at these locations should not be influenced by the DSMD. The second set of data was collected adjacent to the DSMD sign, which is the point where the reduced speed limit officially begins and where the driver should now be traveling at the new lower speed. The plan called for the signs to be installed at the same time at all of the sites. Data collection was then to be conducted at all sites simultaneously at defined intervals over the course of one year. These intervals were nominally: d Before installation of the DSMD sign • One week after • Two months after • Seven months after g One year after The original plan was adhered to at the Washington County sites (2 experimental sites and the control site) with only a few modifications due to the Minnesota weather. These signs were installed in November 2004. Installation of the DSMD assemblies at the test location in Dakota County that comprised of two consecutive speed transitions were delayed until May 2005 due to difficulty installing power for the signs during the winter. Due to logistical problems One Week After data was not collected for the Dakota County locations. This study used commercial pneumatic tube traffic data recorders with electronic data collection to measure vehicle speed and volume. Vehicle speeds were binned in I mph increments at 15- minute intervals. All measurements were taken mid-week for 48 to 72 consecutive hours simultaneously at both the Advance and DSMD sign positions. Simultaneous data collection provided a counter balance for day—to—day variability, 5 STUDY RESULTS In any long-tenn study, there is natural variation in traffic volume and speed. In order to draw conclusions on the persistent effectiveness of the DSMD signs, a review should be made to check for potential external influences other than the DSMD sign. Table 2 presents the average directional daily traffic volume through each of the sites during the measurement periods. The corresponding Average Daily Traffic (ADT) is approximately twice the volumes listed in the table. With one exception, the data shows the 24-hour average traffic to be relatively stable. The majority of the test sites showed only a two to four percent variation in traffic volume over time with no distinct trend. However, at the Bailey site, there is a consistent increase in volume over the course of the study, which is mainly due to completion of a nearby major construction project. Table 2 -Average Directional Daily (24-ho r) Traffic Volume through the Study sites Location Before 2 Months 7 months 1 ear Hugo Advance 6214 5614 6560 5899 Hugo DSMD 6115 5527 6385 6197 BaileX Advance 2107 2440 3506 2720 Bailey DSMD .2.193 2450 3526 2788 Hastings Advance 5343 5342 4914 5507 Hastings 41 DSMD 5863 5747 --T— 5924 Hastings 42 DSMD 5133 4940 4706 5281 Stonebridge Advance 2568 2804 --2 Stonebride Control 2511 2223 2754 -- Notes: 'Data lost due to equipment malfunction;-Data not collected due to installation of a DSMD sign at this site The speed data was compiled, reduced and analyzed using both Microsoft 9, Office Excel 2003 and Minitab Uk Release 14.13 statistical software. A number of descriptive statistics were generated as a function of time and location, including: 0 Average speed 0 50'h (median), 85t" and 95"'percentile speeds ® 1 0-iriph Pace The 24-hour speed results for the control and study sites are summarized in Tables 3, 4 and 5. Statistical analyses were run on the data comparing changes in vehicle speed distributions as a function of time period and location. Significance testing included an analysis of Variance, Z- test, t-test and Odds Ratio. All statistical measures showed highly significant associations (alpha < 0.01) between the presence of a DSMD sign and speed reductions within the transition zone. The study sites with the DSMDs experienced reductions in the 50t", 85"' and 95"' percentile speeds averaging 6.3, 6.9 and 7.0 mph, respectively. The 10-mph Pace speeds also decreased at all the DSMD locations, These results indicate the DSMD shifted the entire speed distribution at 6 the transition zone. At the Advance sites and the Control site, the corresponding speeds were either flat or increased slightly over the course of the research. The data at the Stonebridge Control site was only collected through 7 months. Due to the need to address the existing speed related safety concerns at this location and based on the positive results of this study up to that point in time, Washington County installed a DSMD sign assembly just prior to the One Year After data collection period. Table 3 - Results for the Control(untreated) Site Mean Standard Sample 50th 85th 95t" 10 mph Speed Deviatio size Percentile Percentile Percentile Pace (mph) n (cr) Speed Speed Speed (mph) Stonebridge Advance (55 mph) Before 52.6 6.6 7881 53 59 62 48-57 7 5 1 week 50.6 6A 54TI 56 60 46-55 2 months -- -- 7 months 53.5 7,0 8416 54 59 63 51-60 L--- Stonebridge Control (30 mph) Before 40.2 6.8 7739 40 45 49 36-45 I week 41.7 TO 7397 42 48 52 36-45 2 months 39.2 6.7 5712 1 39 45 49 1 36-45 7 months 45 49 36-45 7 Table 4-Results for the Kashin ton County Study Sites Mean Standard Sample 50th 85th 95th 10 mph Speed Deviatio size Percentile Percentile Percentile Pace (mph) n (CF) Speed Speed Speed (mph) Hugo Advance (50 mph) Before 51.8 7.5 18403 52 58 60 46-55 1 week 54.0 7.5 1.7699 54 60 64 51-60 2 months 52.3 7.4 16979 53 59 62 46-55 7 months 52.8 7.9 19203 53 59 63 51-60 1 year 51.2 7.5 15199 51 57 60 46-55 Hugo DSMD (30 mph) Before 44,2 7.7 18085 44 50 54 41-50 1 week 37.1 8.4 17336 36 44 49 31-40 2 months 36.1 8.1 1.6613 35 42 47 31-40 7 months 37.0 8.5 1.8678 36 43 49 31-40 1 year 36.0 6.9 16025 36 43 45 31-40 Bailey Advance (55 mph) Before 50.6 6.4 6201 51 56 59 46-55 1 week 51.0 14.9 6360 55 63 67 51-60 2 months 51.3 6.9 7254 51 58 61 46-55 7 months 50.4 7.6 10451 51 57 60 46-55 1 year 50.1 7.0 5645 50 57 60 46-55 Bailey DSMD (40 mph) Before 507.9 7.2 6305 51 58 63 46-55 1 week 44.6 7.9 6048 44 50 57 41-50 2 months 42.3 5.4 7253 42 47 50 36-45 7 months 45.7 6.4 10521 45 51 55 41-50 1 year 43.3 6.4 5433 43 49 j 53 36-45 8 Table 5 - Results for the Dakota C unty Study Sites Mean Standard Sample 50th 85th 95 th 10 mph Speed Deviatio size Percentile Percentile Percentile Pace (mph) n OF) Speed Speed Speed (mph) astings Advance (55 mph) Before 52.5 7.3 9782 53 59 62 46-55 2 months 49.8 7.4 10019 50 55 60 46-55 7 months 49.6 7.2 8995 49 55 60 46-55 I year 50.2 7.9 10181 51 56 60 46-55 Hastings #1 (45 mph) Before 52.1 7.4 10667 52 58 62 46-55 2 months 47.1 6.9 10812 47 52 57 41-50 7 months -- -- -- -- -- -- -- I year 45.9 7.9 10984 47 52 55 41-50 Hastings #2 (35 mph) Before 39.0 8.6 9250 39 45 50 36-45 2 months 36.0 7.9 9318 36 40 45 31-40 7 months 36.0 7.9 9318 36 40 45 31-40 1 year 34.5 6.8 9658 36 40 44 31-41 DISCUSSION There are two basic questions that must be answered in order to determine whether a new traffic control device will be a useful and reliable addition to the engineer's speed management toolbox: 1) In what applications is it effective? 2) Does the device have a persistent effect on driver speed behavior? The objectives of this study were to address both of these questions. The results of this study were very consistent across all test sites as demonstrated by the data in Tables 3-5. This discussion will use primarily the results from the Hugo locations in Washington County to illustrate the answers to these questions, 9 Effectiveness for the Appl,icati Recent studies have shown DSMD signs to be effective for speed control at school zones and urban traffic calming. This prcject evaluated their effectiveness at speed transition zones, particularly where the DSMD sign is used in combination with the regulatory Speed Limit sign. The results of the study show the DSMD sign is an effective tool for reducing speed and increasing compliance at speed transition areas. Figure 2 illustrates the change in 85th percentile speed for the Hugo test site, the Stonebridge control site, and the average speed reduction over all the DSMD locations. Figure 2 —Change in 85"' Percentile Speed as a Function of Time period. ........................................ 2.0 ----------------------------------------------------------------------------- 0.0 -2.0 -------------------------------------------------- Hugo DSMD -0-Stonebridge Control Change in -0-Average All DSMD sites 85th%ile Speed -4.0 .. ..•------ ----_----- ....................---------- (MPH) -6.3 MPH -6.0 -'--'-7.0 MPH ---------- ----PHM--------- ................... -6.8 MPH ---- . -8.0 ------------------------- ----- ......... -10.0 ..................................................- 7 . - I — - - ---------------------------- 1 week 2 months 7 months 12 months Time relative to DMSD Installation ............................ ....... ........................................................................ ............ . Persistent Effect on Driver Speed Behavior Data was collected over the course of one full year to assess the long-term effect of DSMD signs on drivers' speed. Speed and traffic volume data were collected in advance of the speed limit transition area and at the speed transition prior to installing the DSMD signs and at regular intervals afterwards. Analysis of the data showed both statistically significant and, more importantly, practically significant reductions in vehicle speeds associated with the use of the DSMD assembly. At the Hugo Advance location, the Before 85"' percentile speed was 57 mph (posted Speed Limit of 50 mph) and the 10-mph Pace of 46-55 mph made up of 65 percent of vehicles. Over the course of the study period, the 851` percentile speeds remained relatively consistent at approximately 57 mph for each of the time frames (Figure 3). 10 Figure 3 - Changes in 24-hour Speed Distribution at the Hugo Advance site (Speed Limit 50 mph) Advance location at Hugo Study site(posted Speed Limit=50 Percentile 70 X 95th - 85th - 75th 65 - 50th(Median) X — 25th 60 CLC B 55 .. rn 50 . ........ ........1 ........................... .................. ................., ..... v 45 46 35 30 ... _ ; Before 1 week 2 months 7 months 1 year Time-relative to DSMD installation At the location of the existing speed limit sign indicating the new reduced speed limit, the 85�h percentile speed in the Before period was 50 mph (the posted speed limit is 30 mph) with the 10- mph Pace of 41-50 mph made up of 63 percent of the vehicles. One week after the installation of the DSMD sign assembly, there was a six mph decrease in the 85i1i percentile speed, from 50 mph down to 44 mph (Figure 4). One year after installation, there was still a seven mph reduction in the 85` percentile speeds relative to the Before period. Not only did the 85"' percentile speed decrease and stay down, but all speeds decreased, with the higher speeds (95"' percentile) showing an even larger- decrease of up to nine rnph over time. Additionally, the 10- mph Pace dropped by 10 mph from an initial 41-50 mph to 31-40 mph within the first week and was still 31-40 mph at one year while maintaining essentially the same percentage of vehicles (63% Before versus 64 % After one year-). 11 Figure 4 - Changes in 24-hour Speed Distribution at the Hugo DSMD Site (Speed Limit 30 ph) DSMD location at Huao Studv site foosted Speed Limit=30 mph) Percentile 60 N X 95th -0-85th 75th 55 X 50th(Median) 25th 50 �X X)K )K� 45 X CL E -6 M 40 m CL M U) M L) 35 M CU M M 30 ........................................................................................ M M M 25 M M 20 --------- T .1 11 ---- — I Before 1 week 2 months 7 months 1 year Time- relative to DSMD installation The data showed the overall results across all the DSMD sign locations were fairly consistent. The study found: • Speed reductions of approximately 6-8 mph in the 85,h percentile speed. • Decrease of 10 mph in the 10 mph Pace • Consistent reductions through all time frames including the 24-hour data, AM peak hour, and PM peak hour, • Consistent shift in the speed distribution to lower speeds. CONCLUSIONS Speeding is and will continue to be a safety concern for users on all roadways. From an Engineering perspective, the toolbox is relatively limited on how to address speeding on roadways. In the past, the use of law enforcement officials has been the main tool to "combat" speeders. An emerging technology, the Dynamic Speed Monitoring Display (DSMD) sign, now provides the Engineer with another tool to utilize. A DSMD sign in combination with a regulatory speed sign provides direct and relevant information to the motorist using the roadway. This information component provides the driver with immediate feedback on their behavior relative to the posted speed. The goal of this study was to focus on reducing and managing speeds in transition zones where the speed limit changes from a higher speed (e.g. 50 mph) to a lower speed (e.g. 35 mph), The 12 results of the study show that DSMD signs at transitions zones have a significant long-term (one year or greater) positive effect on driver speed. This study found overall decreases in speed of approximate six to eight mph at the transition point. In addition to the improved speed conformance, the installation of these signs proved extremely popular with drivers, nearby residents and businesses, as well as with elected officials. With the installation of the DSMD signs, expect: • A reduction in overall speeds • Increased conformance with posted speeds • Positive public/elected official feedback The DSMD sign in combination with a standard regulatory speed limit sign was found to be an effective long-term speed management solution at speed limit transitions. ACKNOWLEDGEMENTS This project was a collaborative effort between the Washington County, Dakota County and Ramsey County Departments of Transportation. The authors would like to recognize the efforts of Jeff Bednar and the professional staff of SRF Consulting Group, Inc. for coordinating and conducting the data collection. The authors would also like to recognize the participation of David Bums, 3M Traffic Safety Systems, in the design of the experiment and his assistance with the statistical analysis of the data. AUTHORS Wayne Sandberg, P.E. Kristi Sebastian, P,E,, P.T,O.E Deputy Director/Assistant County Traffic Engineer Engineer Dakota County Washington County 149,55 Galaxie Avenue, 11660 Myeron Road North Transportation Dcpartrnent Stillwater, MN 55082 Apple Valley, MN 55124 Phone: 651-430-4339 Phone: 952-891-7178 Fax: 651-430-4350 Fax: 952-891-7127 wayne.sandberg Lq)co,washingtonarm.us kristi.Sebastiangco.dakota.mn.us Ted Schoenecker, P.E. Dan Soler, P.E. Transportation Engineer Traffic Engineer Washington County Ramsey County 11660 Myeron Road North 1425 Paul Kirkwold Drive Stillwater, MN 55082 Arden Hills, MN 55112 Phone: 651-430-4319 Phone: 651-266-7114 Fax: 651-430-4350 Fax, 651-266-7710 ted.schoenecker(r),co.washing ton.mn.us dan.soler L&co.ramsey.mn.0 13 P,EFERENCES I Synthesis of Safety Research Related to Speed and Speed Management, FHWA-RD- 98-154 (July 1998). Available on-line athttp://www.tflire.gov/safety/speed/spdtoc.htm 2. Pesti, G. and P.T. McCoy, "Long-Term Effectiveness of Speed Monitoring Displays in Work Zones on Rural Interstate Highways". In Transportation Research Record: Journal of the Transportation Research Board, No. 1754, TRB,National Research Council, Washington, D.C., 2001, pp. 21-30. 3. Casey, S. M. and A.K. Lund. "The Effects of Mobile Roadside Speedometers on Traffic Speeds."Accident Analysis and Prevention, Vol. 25, 1993,pp. 627-634 4. Chang, K., M. Nolan and N.L.Nihan, "Radar Speed Signs on Neighborhood Streets: An Effective Traffic Calming Device'?", Proceedings of the 2004 ITE Annual Meeting, Lake Buena Vista, Florida. 5. Lee, C., Sangsoo Lee, Bongsoo Choi, and Youngtae Oh, "Effectiveness of Speed Monitoring Displays in Speed Reduction in School Zones," In TRB 85th Annual Meeting: Compendium of Papers. CD-ROM. TRB,National Research Council, Washington, D.C., 2006, Paper 06-0818. 6. Garber,N. J., and S. Srinivasan. "Influence of Exposure Duration on the Effectiveness of Changeable Message Signs in Controlling Vehicle Speeds at Work Zones." In Transportation Research Record:Journal of the Transportation Research Board, No. 1650, TRB, National Research Council, Washington, D.C., 1998,pp. 62- 70. 7. Ullman, G.L., and E.R. Rose. Evaluation of Dynamic Speed Display Signs (DSDS). In TRB 2005 Annual Meeting CD-ROM, TRB, National Research Council, Washington, D.C., 2005, Paper No. 05-2304, 8. Manual of Transportation Engineering Studies, H. Douglas Robertson, Editor, Institute of Transportation Engineers, Prentice-Hall, Inc. (1994). 9. Manual on Uniform Traffic Control Devices for Street and Highways, US Department of Transportation, Federal Highway Administration, 2003 Edition. 10. NEMA TS 4: Hardware Standards for dynamic Message Signs (DMS) with NTCIP Requirements, National Electrical Manufacturers Association (NEMA), Rosslyn, Virginia (2005). 14 RADAR SPEED SIGNS ON NEIGHBORHOOD STREETS: AN EFFECTIVE TRAFFIC CALMING DEVICE? KEVIN CHANG, MATTHEW NOLAN, AND NANCY L. NIHAN 2004 ITE ANNUAL MEETING AND EXHIBIT LAKE BUENA VISTA, FL AUGUST 2004 TABLE OF CONTENTS Abstract 1 Background 2 The 108th Avenue NE Corridor 3 Radar Speed Sign Details 4 Data Results and Analysis 8 Neighborhood Involvement 12 Lessons Learned 13 LIST OF TABLES AND FIGURES TABLE 1 : 108th AVENUE NE DIRECTIONAL VOLUME DATA(BEFORE) 8 TABLE 2 : 108th AVENUE NE DIRECTIONAL VOLUME DATA(AFTER) 9 TABLE 3 : 108th AVENUE NE SPEED DATA(BEFORE) 9 TABLE 4 : 108th AVENUE NE SPEED DATA(AFTER) 9 TABLE 5 : 108th AVENUE NE VOLUME DATA SUMMARY 11 TABLE 6 : 108th AVENUE NE SPEED DATA SUMMARY 12 FIGURE 1 : KING COUNTY MAP 2 FIGURE 2 : RADAR SPEED SIGN 3 FIGURE 3 : 108th AVENUE NE RADAR SPEED SIGN LOCATIONS 5 FIGURE 4: 108th AVENUE NE (NE 134th STREET), LOOKING NORTH 6 FIGURE 5: 108th AVENUE NE, (NE 1401h STREET), LOOKING NORTH 6 FIGURE 6 : 108th AVENUE NE, (NE 142nd PLACE), LOOKING SOUTH 7 FIGURE 7: 108th AVENUE NE, (NE 137th PLACE), LOOKING SOUTH 7 FIGURE 8 : 108th AVENUE NE VOLUME AND SPEED COUNT LOCATIONS 10 ABSTRACT Local jurisdictions frequently respond to public concerns about speeding on neighborhood streets. When a speed study confirms that a significant percentage of vehicles are exceeding the posted speed limit, the traffic engineer carefully reviews the condition to determine if additional safety measures need to be implemented. Preserving roadway safety for both the motorized and non-motorized public alike who share the roadway is essential. Each jurisdiction is likely to employ any number of solutions from its traffic safety toolbox. Additional signing, use of mobile radar speed display units, neighborhood speed watch programs, or targeted police enforcement may help discourage drivers from traveling at unacceptable speeds. Physical devices, such as traffic circles, speed humps, and chicanes, can also be considered, but will impact emergency vehicles by increasing their response times. To balance increased driver awareness of travel speeds with vehicle accessibility, King County Department of Transportation installed four radar speed signs along 108th Avenue NE between NE 124th Street and Juanita-Woodinville Way NE. These radar speed signs, installed directly below the black-and-white posted speed limit signs, alerted each driver by indicating their actual travel speed. To evaluate the effectiveness of these signs, speed studies were conducted before, during, and after installation. This presentation will share the results from these studies, elaborate on installation and maintenance of this device, and draw conclusions as to whether or not these signs have been successful in calming neighborhood traffic. 1 BACKGROUND " a IISE ar�vwia r'' /l l rf/ )III + 7��r✓�Ilo� , di, � )91nr' .ff,l�. IO4.Pf LL'4,'�U?P^4Il§ „ � ✓ �; � / �i� �V7�J//r,^� d� �7m Y�EWI � �I�,�/i �� f S",/I l�M _TJ r „ o nmrn � ay S/ y s / yygy� pnl nd r0/r) mkVliV y �n� r �j`°n A )j' „r , N//, Bn �_r r b1,�wu er'97�,C'-0Cfe"'7 d511 p %�f ri! "i/1'l �9 Ov";y � �✓'n�"vV ,a ��?� y9 / p "; nr ,r ri / � l ✓ r��ii ��n/9aR,' ��ra nN' � � C , � ��f� � ��f �� ;;* ��T +�RkIId T nw��Jn„ y��r�r' i ✓�� ,a °° �r pp �(/ �(/ N� Ips '1��,!� � r ✓ ri I��/��'�� r�"p' ��"iU j;,-/�'j�° ��f/��„w V'Y FIGURE 1 : KING COUNTY MAP l Population (2002) : 1,760,000 (total) 355,000 (unincorporated) Land : 2,134 square miles (total) 1,768 square miles (unincorporated) Managed Roadways: 1,794 miles of paved roadways 57 miles of unpaved roadways 760 miles of contract roadways The variability in the geography of King County, so common in the Pacific Northwest, can create unique challenges for local traffic safety engineers. With a broad spectrum ranging from urban developments to more rural environments, flexibility is required during the planning and design stages of any traffic safety improvement so that the recommended solution will best meet the safety and user needs of a particular area. As a result of this wide array of landscape, countywide guidelines and protocol for traffic safety must occasionally be addressed on a case- 2 by-case basis. Staff engineers recognize the need to adapt and adjust to each individual community. Because of this variability in needs, King County engineers utilize a wide-ranging "toolkit" for traffic safety. When citizens call requesting a response to speeding, sight distance, or other traffic-related concerns, staff engineers will conduct a field investigation, collect speed and volume data, and meet with concerned citizens to identify specific issues. If a measured problem is present, engineers may install additional signage, request traffic enforcement by the King County Sheriff's Office, provide residents with use of a radar/ readerboard vehicle, or work with neighborhoods and neighborhood associations to develop community-wide solutions identified and endorsed by the community. In the vicinity of 108th Avenue NE, an unincorporated King County neighborhood near Kirkland, Washington, radar speed signs (see Figure 2) were implemented as part of a King County Department of Transportation pilot project. m;l 1 I �t FIGURE 2 : RADAR SPEED SIGN THE 1081h AVENUE NE CORRIDOR 108th Avenue NE is a two-lane collector arterial with 10-foot wide travel lanes, a 3- to 6-foot wide paved shoulder, and a continuous 5- to 6-foot wide sidewalk along both sides of the street. The 3 roadway has a posted speed limit of 25 miles per hour (mph). The average daily traffic volume along the length of the corridor is approximately 2,700 vehicles on the north end to upwards of 4,900 vehicles on the south end. There are over ten local roads intersecting 108th Avenue NE that provide direct access into neighborhood communities. This relatively straight roadway has long sight lines with some vertical sight distance concerns. Helen Keller Elementary School and Edith Moulton Park are directly served by 108th Avenue NE, while Juanita High School is located at the southern terminus. Prior to the installation of the radar speed signs, staff from the King County Department of Transportation's Road Services Division frequently responded to citizens concerned about traffic safety along this corridor. For traffic operations engineers, the documented complaints will sound quite familiar, with specific issues ranging from excessive traffic volumes and speeds, noise, and occasional drag racing, to questionable driving behavior particularly during high school dismissal times. The installation of the radar speed signs was considered as a practical solution to balance neighborhood needs with mobility. The roadway was not a good candidate for an aggressive treatment such as physical devices since this roadway serves as an important response route for fire and other life safety vehicles. On the other hand, the passive approach of adding additional signage and increasing traffic enforcement had seen only limited benefit. RADAR SPEED SIGN DETAILS Four radar speed signs were installed along 108th Avenue NE (see Figure 3). In the northbound direction, signs were installed on the east side of the roadway just north of NE 134th Street and north of NE 1401h Street. In the southbound direction, signs were installed on the west side of the roadway north of NE 142nd Street and north of NE 137th Place. Photos depicting these radar speed signs in operation at these locations are shown in Figures 4 to 7. 4 NE 108th Avenue NE z Radar Speed 14findSor Sign Locations N E E14 ST Vista Park 5. NE ....................14,2,ND IT NE 142ND ST NE 141ST PL rn z Z rn .......... z E 141 S TST w> NE 140TH ST z ....................... ............... 11�ell en Ke:1111 er -mhn tary Sch oo� NEI 38TH FL IlEk.1 4411 ol� Radar Speed n10 111 Sign Locations A)lAISchool Locations NE 137TH PL 4IIIiilii ............ Minor Arterials NE 136TH PL Ed'i th Albulton Collector Arterials Park Local Streets w z w Streams Water Bodies Cities NE 135TH PL Parks .......... �,/, Q lois.4411 z tis 2DO 0 2DO 400 Feet NE 133 RDP L M� P4 1-0 January 15,2003 sr zw w z King County NE 132ND PL NE 132ND PL Qw Department of Transportation Road Services Division Neighborhood and Pedestrian NE 132ND ST ~ Traffic Unit .-.—'i 11 figh hooll rt-P 1P.1— ,tb,—np,—,.n I Kng—ty rto FIGURE 3 : 1081h AVENUE NE RADAR SPEED SIGN LOCATIONS �4P I� f � 3 liar i a l r' s rr�� FIGURE 4: 108"AVENUE NE, NORTH OF NE 134" STREET, LOOKING NORTH U I�(✓III j ry t v I•�1�., r�AW'xY ! � q I� k "v r N• ��749�uWrp'Ntltirr i1r A`V!k' � '�' i;�. '#w�N�%lNwril<r�mr7r lafi' " f, �. r FIGURE 5: 108"AVENUE NE, NORTH OF NE 140" STREET, LOOKING NORTH 6 d d •4 .y iglf"I FIGURE 6 : 108"AVENUE NE, NORTH OF NE 142"d PLACE, LOOKING SOUTH 9 loll w r r f� y FIGURE 7: 108"AVENUE NE, NORTH OF NE 137" PLACE, LOOKING SOUTH 7 The total cost for each installed radar speed sign, including materials, tax, and staff time for design, coordination with local utilities, outreach, and installation totaled approximately $8,000. Minor fluctuations in cost were attributed to varying roadside conditions and coordination time required. The sign features a 12-inch high fluorescent yellow-green readout and is the same overall size and style as the existing speed limit sign (24" x 30"). This size matches well with the residential character of the neighborhood. To draw additional driver attention, the display blinks when the vehicle speed exceeds the posted speed limit by five miles per hour. The sign can also be programmed to blank out the screen once a high speed threshold is reached. This feature discourages drivers from speeding excessively to test the capabilities of the sign or their own driving audacity. DATA RESULTS AND ANALYSIS To capture the before-and-after effects of this device, average speed and volume data were collected at four locations (see Figure 8) along the roadway corridor in April 2001, February 2002, and early June 2002 prior to installation of the radar speed signs. The signs were activated on June 14, 2002. Average speeds and volumes were then collected at the same locations in mid-June 2002, January 2003, and April 2004. Tables 1 to 4 summarize the deviations in traffic speeds and volumes before and after installation. While some of the newer radar speed signs are capable of collecting traffic data, all of the data collected on 108th Avenue NE used traditional rubber hose technology. TABLE 1 : 108th AVENUE NE DIRECTIONAL VOLUME DATA(BEFORE) LOCATION DATA TYPE APR 2001 FEB 2002 JUN 2002 NB north of NE 134th Street Volume 2,935 2,484 2,712 north of NE 140th Street Volume 1,568 1,363 1,486 SB north of NE 142nd Street Volume 1,543 1,463 1,586 north of NE 133rd Place Volume 2,579 2,534 2,794 8 TABLE 2 : 108"AVENUE NE DIRECTIONAL VOLUME DATA(AFTER) LOCATION DATA TYPE JUN 2002 AUG 2002 JAN 2003 APR 2004 NB north of NE 134th Street Volume 2,363 2,337 2,332 2,342 north of NE 140th Street Volume 1,352 1,286 1,270 1,409 SB north of NE 142nd Street Volume 1,347 N/A 1,438 1,509 north of NE 133rd Place Volume 2,353 2,246 2,533 N/A TABLE 3 : 108th AVENUE NE SPEED DATA(BEFORE) LOCATION DATA TYPE APR 2001 FEB 2002 JUN 2002 NB north of NE 134th Street Average Speed 30.6 29.9 30.4 85%ile Speed 35.2 35.0 35.0 north of NE 140th Street Average Speed 21.9 27.6 27.0 85%ile Speed 25.4 32.1 31.7 SB north of NE 142nd Street Average Speed 27.9 28.0 27.1 85%ile Speed 32.2 32.4 31.6 north of NE 133rd Place Average Speed 30.5 30.9 30.7 85%ile Speed 34.8 35.5 35.7 TABLE 4 : 108th AVENUE NE SPEED DATA(AFTER) LOCATION DATA TYPE JUN 2002 AUG 2002 JAN 2003 APR 2004 NB north of NE 134th Street Average Speed 28.7 30.2 28.1 28.2 85%ile Speed 33.1 34.5 32.4 32.4 north of NE 140th Street Average Speed 26.3 25.9 26.2 25.4 85%ile Speed 30.4 29.8 30.1 29.5 SB north of NE 142nd Street Average Speed 26.1 N/A 27.1 26.7 85%ile Speed 30.0 N/A 30.8 30.4 north of NE 133rd Place Average Speed 30.4 31.8 31.4 N/A 85%ile Speed 34.7 36.3 36.1 N/A The comparative results of traffic volumes and speeds before and after the installation of the radar speed signs are summarized in Tables 5 and 6. In terms of roadway volumes, the installation of the signs resulted in an average volume decrease of up to 13.5%, but this decrease was statistically significant only at the NE 133 d Place location at the 95% confidence level. While the original intent of the signs was not to discourage drivers from traveling along 108th Avenue NE, the results suggest the possibility of some drivers viewing the signs as a nuisance and electing to use an alternative route. 9 Speed & Volume Windsor Count Locations Vista Park NE 142ND ST rn NE 140TH ST z NE 136TH Edith Albulton School Locations j�t Park IV Minor Arterials A/Collector Arterials Local Streets Parks 7S11,61/1 �o January 16,2003 N�1�3RD PL w w King County w *Department of Transportation N NE 13� z Road Services Division Neighborhood and Pedestrian 1,32NP RL Traffic Unit NE 132ND ST Juarfita 11 fig h S FIGURE 8 : 108mAVENUE NEVOLUME AND SPEED COUNT LOCATIONS 10 The data collection results did determine a statistically significant difference between the before and after traffic speeds at the 95% confidence level. Traffic speeds decreased at three of the four locations, ranging from 4.26% to 7.15%, or 1.19 miles per hour (mph) to 2.21 mph. While this difference may seem incremental, the results indicated a change in driver behavior, particularly noteworthy given the fact that there were no modifications to the existing geometrics of the roadway. At the NE 140th Street location, northbound traffic showed a statistically significant increase of 1.99%, or 0.51 mph. Because of this sign's close proximity to Helen Keller Elementary School, this location had the lowest average speed of the four locations prior to installation. It can be speculated that drivers were already respecting the rules of the road, and suggests that these signs may be better suited for locations with higher average speeds from the outset. The January 2003 and April 2004 data seem to indicate that at these measurement locations lower speeds have been sustained. This is an extremely important finding. In order for this device to be effective it must satisfy this condition. The intent of these signs was not to simply incorporate developing technology at a "trouble spot" in hopes of drawing a short-term reaction. Rather, enabling drivers to permanently change their driving behavior—for the sake of neighborhood traffic safety—will hopefully bear much more profound results and make these radar speed signs a worthwhile investment in the long run. TABLE 5 : 108th AVENUE NE VOLUME DATA SUMMARY BEFORE AFTER RESULTS V61urne 6 V61urne 6 t,, %than is NE 133rd Place NB 2710 225.5 2344 13.6 3.351 -13.5% NE 140th Street' NB' 1472 103.2 1329 63.9 2.286 -9.7% NE 142nd Street SB' 1531 62.4 1431 81.2 1.691 -6.5% NE 134th Street' SB' 2636 139.0 2377 145.0 2.233 -9.8% 11 TABLE 6 : 108th AVENUE NE SPEED DATA SUMMARY BEFORE AFTER RESULTS Speed cr Sample Size Speed cr Sample Size z %change NE 133rd Place NB 30.89 4.71 15424 28.68 4.64 24890 46.0489 -7.15% NE 140th Street' NB' 25.67 5.18 8790 26.18 4.63 18618 -7.8657 1.99% NE 142nd Street SB' 27.93 4.69 9143 26.74 4.45 15558 19.6203 -4.26% NE 134th Street' SB 31.56 6.41 15901 30.00 4.66 33606 27.4480 -4.96% NEIGHBORHOOD INVOLVEMENT Based on the experiences on 108th Avenue NE, King County has developed a process of implementation for future neighborhoods. Transportation engineering professionals recognize that complaints by neighborhood residents can stem from years of frustration over the perceived neglect of a public agency to listen and understand the nature of the complaint. The following discussion outlines this process for other potential radar speed sign candidate locations. Prior to considering radar speed signs or any other community-wide solutions, County staff will host a neighborhood meeting to discuss the existing conditions with interested parties and identify possible solutions. If radar speed signs are preferred, an on-site investigation will be conducted to determine a physical range along the roadway where the signs would best meet the needs of the traveling public. Once that area has been determined, a map identifying that area along with a petition form is distributed to either the neighborhood liaison or community association contact. It then becomes their responsibility to have the homeowners who live within that range agree to the installation of the radar speed signs. Homeowners who may have the sign installed on their property or property line must recognize that there are obvious tradeoffs. The visual obstruction, along with any glare of the sign at night, must be explained as potential negative factors. After the petition is signed and returned, County staff will then coordinate with the local utility company to establish underground or overhead power to the proposed sign locations. The signs are installed after power is made available. Careful monitoring during the initial weeks of 12 operation ensure that each sign is operating as desired and that all malfunctions are addressed in a timely manner. LESSONS LEARNED Traffic safety issues require any traffic engineer to consider many elements, including the raw data results as well as the concerns of neighbors to identify and implement necessary treatments which balance roadway functionality with neighborhood traffic and pedestrian safety needs. Along 108th Avenue NE, a pilot project using radar speed signs was implemented. While the data suggests a general decrease in volumes and speeds, the qualitative sentiment from the community seems to indicate that a convincing traffic safety balance was achieved. This sentiment has immeasurable value. The community recognized that the occasional speeder will remain, but the solution implemented achieved the overall goal of improving livability. The neighborhood involvement factor, including outreach, education, input, and development of a mutually acceptable solution, established the framework of a consensus process and resulted in a solution that was acceptable and endorsed by any public agency's loudest critic— its community and tax-paying citizens who demand and expect the best services possible. King County has not experienced any significant vandalism or maintenance issues to date regarding these radar speed signs. As mentioned earlier, King County also offers its citizens the use of a radar readerboard trailer. The roadside location of the trailer made this particular treatment a regular target. The height and mounting of the radar speed sign as well as its permanency appears to have deterred vandals. Follow-up maintenance of the signs has been minimal. Aside from some initial adjustments expected for a new device and minor start-up programming complications, there have been no major issues or periods of downtime. The Institute of Transportation Engineers, in its 1999 Traffic Calming —State of the Practice report, defined "traffic calming" as "the combination of mainly physical measures that reduce the negative effects of motor vehicle use, alter driver behavior and improve conditions for non- motorized street users; traffic calming measures are intended to be self-enforcing." Based on this definition, the authors contend that radar speed signs do represent a form of traffic calming, and that these signs have shown to be an effective device with sustained traffic safety benefits. 13 Kevin N. Chang, P.E. Supervising Engineer, Neighborhood Traffic and Pedestrian Safety Unit King County Department of Transportation 201 S. Jackson Street MailStop KSC-TR-0222 Seattle, WA 98104-3856 W(206) 263-6131; F (206) 296-0176 kevin.chang@metrokc.gov 14 Efficacy of Radar Speed Monitoring Displays in Reducing Vehicle Speeds Overview Speed monitoring displays are radar-activated signs that dynamically display approaching vehicle speeds. Studies show that speed monitoring displays with radar have a statistically significant effect in reducing mean speedsl,2,3 and the percentage of drivers exceeding the posted speed Iimit.4,5,6 In addition, it is expected that displays with radar will also cause some drivers using radar detectors to slow down. Recent studies have proven the long-term effectiveness of radar speed monitoring displays.' Portable trailer- mounted displays are appropriate for temporary speed reduction needs such as work zones. However, long-term speed management needs are better served with a permanently mounted speed monitoring display, as vehicle speeds increase once the sign is removed.8,9,10,11 Several independent studies are reviewed and end-user field studies are examined in this paper. A speed-monitoring device (Driver Feedback Sign) manufactured by 3M will also be detailed. Introduction Safety of the traveling public and pedestrians is a major concern of transportation agencies and legislators. Overall pedestrian accident rates per 100,000 people have steadily dropped since the 1970s, but during 1995 there were still 5,585 pedestrian fatalities and about 84,000 pedestrian injuries in the United States.12 Children under the age of 14 and adults over 65 are the most likely age demographic to be killed in a pedestrian/vehicle collision. Excessive speed is among the contributing circumstances most often reported. The Federal Highway Administration (FHWA) estimates that each 1 mile per hour(1.6 kph)reduction in speed may reduce injury crashes by 5 percent.13 The concept that a pedestrian struck by a vehicle traveling at a higher speed will have a more catastrophic effect than if the vehicle were traveling slower is almost too obvious to require proof. Yet the relationship has been documented in a number of studies. A researcher named Pasanen reviewed three studies relating collision speeds and pedestrian injury severity.14 Pasanen estimates that about 5 percent of pedestrians would die if struck by a vehicle traveling 20 mph. The pedestrian fatality percentage rises to about 40 percent for vehicles traveling 30 mph, about 80 percent for vehicles traveling over 40 mph, and nearly 100 percent for speeds over 50 mph. Pasanen goes on to conclude that a significant number of crashes would be eliminated entirely if vehicle speeds were reduced. Figure 1.Vehicle Impact Speed and Pedestrian Injury Severity (from DETR) 40 mph Fatal 30 mph Umniured 20 mph 0% 20°f¢ 4O°f¢ 60°f¢ KrK 100% Pedestrians Studies show that most drivers do not take note of, or slow down, in response to standard regulatory or advisory speed signs that are customarily used to regulate speeds.15 In contrast, studies indicate that speed monitoring displays with radar have a statistically significant effect in reducing mean speeds and the percentage of drivers exceeding the posted speed limit. Advances made through the combination of dynamic display technology and radar result in a sign that represents an excellent application of intelligent transportation systems as it provides credible, real-time information. A speed monitoring display is a dynamic speed control measure which studies have proven to be more effective than static MUTCD signs in altering driver behavior. This paper will examine the results of multiple independent studies and reports and three end user field tests utilizing 3M Driver Feedback Signs. Speed Monitoring Displays Speed monitoring displays raise driver consciousness of their speed, thereby encouraging drivers to slow down if they are traveling above the speed limit. The objective of the system is to reduce traffic speed and increase speed limit compliance. Speed monitoring displays are also known as Driver Feedback Signs, Radar Signs, and Speed Signs. The advancement of display and detection technologies and recent research on technology effectiveness has increased the successful deployment of these signs in the United States and abroad. Speed Monitoring Displays are Effective at Reducing Mean Speeds and the Percentage of Speed Drivers McCoy, Bonneson and Kallbauml placed speed monitoring displays in work zones on a South Dakota interstate. The intention was to make drivers slow down by informing them how fast they were traveling. The radar sign utilized 9-inch high digits, a static work zone sign, an advisory speed plate, and a"YOUR SPEED" guide sign. The mean speeds reduced by 4 to 5 mph and the percentage of vehicles exceeding the advisory speed limit of 45 mph was reduced by 20 to 40 points. The speed reductions documented were greater than those reported for the use of radar alone.16,17,18 A traffic control plan was executed according to MUTCD principles and a typical South Dakota DOT interstate highway long-term lane closure plan. Tape switches collected speed, volume, headway and vehicle classification data. The first display location was about 650 feet(200m) downstream of the ROAD CONSTRUCTION AHEAD signs and 4,000 feet(1,220m) in advance of the lane closure taper. The second location was at the beginning of the lane closer taper and the final location was at the end of the taper. The work area under study was not visible to approaching traffic. Therefore, activity in the work zone did not influence approaching traffic speed. The after study was not conducted until seven days following display installation, in an effort to reduce chances of simply observing the novelty effects of the displays,. Only "free flowing"vehicles (where the headway between it and the vehicle ahead was more than 4 seconds)were used for speed analysis. McCoy, Bonneson and Kollbaum concluded statistically that the displays did reduce mean speeds. In all vehicle axle classes, mean speeds observed at display locations were lower in the after study than in the before study. ■ Mean speeds of two-axle vehicles were reduced by about 4 mph. ■ Mean speeds of vehicles with more than two axles were reduced about 5 mph. In the McCoy, Bonneson, and Kollbaum study, vehicles exceeding the speed limit by more than 10 mph (16 km/hr)reduced speed by a greater percentage: ■ 20 to 25 percentage points for two-axle vehicles ■ 40 percentage points for vehicles with more than two axles. Reductions with speed monitoring displays were greater than with radar alone (studied previously). Previous studies19,20,21 found that speed reduction measures involving radar have a more pronounced effect on vehicles exceeding the speed limit. These studies also found that truck speeds are usually reduced more than passenger car speeds, attributed to a higher percentage of trucks using radar detectors. Speed Monitoring Displays Proven to Have Long-Term Efficacy Geza Pesti and Patrick T. McCoy evaluated long-term effectiveness of speed monitoring displays7 as part of the Midwest States Smart Work Zone Deployment Initiative, a pooled-fund study sponsored by Iowa, Kansas, Missouri, Nebraska, and FHWA. Three speed monitoring displays were deployed for a 5-week period along a 2.7 mile (4.35 km) section between two work zones on I-80 near Lincoln, Nebraska. The mean, 85th percentile, standard deviation of vehicle speeds, and the percentage of vehicles complying with the speed limit and speed thresholds were used as measures of effectiveness. Average daily traffic volume on the test site road section was approximately 38,000 vehicles per day, of which 22 percent was commuting traffic. The normal posted speed was 75 mph (120 km/h), but the speed limit in the study area was 55 mph(89 km/h). Traffic speeds were measured once before deployment, five times during the 5-week deployment, and once after the removal of the speed monitoring displays. The before studies were conducted four days before the signs were deployed. The speed monitoring displays operated continuously for the next five weeks, during which traffic was measured once each week at 1-week intervals. Finally, one week after the removal of the speed monitoring displays another set of speed measurements were taken to determine the displays produced any residual speed-reduction effects. During congested flow conditions vehicle speeds are primarily influenced by the density of traffic; therefore, speed data was collected only during non-congested conditions. Results from location 3 were as follows: Mean Speeds: 3-4 mph reduction (4.8-6.4 kph) 85th Percentile: 2-7 mph reduction (3.2-11.3 kph) Passenger Cars % of vehicles complying with the speed limit: Before 3.09% After 14.17-30.07% % of vehicles complying with the speed limit+ 5 kph: Before 38.66% After 62.2-75.82% % of vehicles complying with the speed limit+16 kmp: Before 68.04% After 89.76-96.83% Other Vehicles % of vehicles complying with the speed limit: Before 8.33% After 24.18-39.56% % of vehicles complying with the speed limit+ 5 kph: Before 55.56% After 76.92-91.75% % of vehicles complying with the speed limit+16 kmp: Before 92.59% After 93.88-100% Speed monitoring displays were found to be effective in lowering speeds, increasing the uniformity of speeds, and increasing the speed-limit compliance over the entire length of the test. A different study by Bowie, Saito & Burns22 examined driver opinions of speed monitoring devices. The majority of drivers expressed positive feelings toward the use of speed monitoring devices on highways. For example, 59 percent believed that speed monitoring displays are accurate and 75 percent believed displays are not distracting or difficult to read. Most drivers (95 percent)reported they would slow down if they passed a speed monitoring display that showed they were traveling faster than the speed limit. Seventy-eight(78)percent of respondents indicated they believed the displays conveyed the message, "Check your speed and slow down." The Effects of Speed Monitoring Displays are Negated When Removed—Areas Requiring Recurring Speed Management Need Permanent Solutions The U.S. Department of Transportation's National Highway Traffic Safety Administration published a report entitled Literature Review on Vehicle Travel Speeds and Pedestrian Injuries.23 This report analyzed methods used to reduce vehicle speeds and evaluated crash data from available databases (Transportation Research Board with 310,000 records, U.S. TRANSDOC with 40,000 records, and the International Road Research Documentation with 285,000 records), from Institute of Transportation Engineers and Federal Highway Administration articles, and from discussions with research organizations in the U.S. and abroad. The report looked at speed reduction methods such as reduced speed limits, enforcement, installation of stop signs or traffic signals,public education, engineering roadway traffic calming approaches such as road humps, round-abouts, and horizontal traffic deflections ("chicanes"), and traffic control devices such as speed monitoring displays. The report listed numerous examples of successful speed reduction tests, both short-term and long-term, for speed monitoring displays. In the UK, where signs were used at entrances to villages, speed reductions were sustained into the middle of villages and speed reductions appeared to be maintained over time. A recurring theme throughout the multiple studies examined was that speeds went back up when portable displays were removed. Some quotes from the report: In a Casey and Lund8 study in California; "When speed boards were deployed, speeds decreased by about 10 percent next to the boards and about 7 percent about one-half mile downstream, but effects rapidly disappeared when the boards were removed." In a Bloch9 study in Riverside California; "Speed decreases had vanished by one week later, and in fact were absent during the treatment week during the hours when the treatments were not present." In a Eagle and Winter'O test of speed warning signs in the UK; "They found that the speeds declined throughout the 12-week test period, more so when enforcement was added, but the effects disappeared when the signs were removed." In the previously noted Pesti and McCoy study on long-term effectiveness of speed monitoring displays, they found that speeds went up again after the speed monitoring device was removed as illustrated below: Vehicle Speeds Before, During,&After Deployment of SMD SMD SMD Deployed 97 Removed = 96 a 95 Y 94 a 93 92 Q. 91 CO 90 89 88 000 000 000 000 000 000 Date Portable speed monitoring displays are useful in situations where temporary speed reductions are necessary, such as work zones. Areas with recurring speed management needs such as schools zones, residential areas, and speed transition zones require a permanently mounted solution. Field Studies Field tests utilizing 3M's Driver Feedback Signs and were conducted by: 1. City of Clarksville, Tennessee 2. Maine Department of Transportation 3. Netherlands Department of Transportation. The Equipment All three studies utilized Driver Feedback Signs manufactured by 3M, headquartered in St. Paul, Minnesota. Driver Feedback Signs monitor and display the speeds of approaching vehicles. The vehicle speed is displayed to the driver on a sign containing the legend"YOUR SPEED"with the actual speed reading shown below the legend. The speed of the approaching vehicle is provided by a K-band radar detection device integrated within the sign. The location of the radar is not apparent to the driver. The speed display can be set to flash when a vehicle exceeds a speed threshold setting, most often the posted speed limit. YOUR , 3M Driver Feedback Sign with LED SPEEDhybrid display technology The legend or static portion of the display utilizes white Type 9 Diamond Grade retroreflective sheeting and the speed display (or dynamic portion of the display)utilizes a combination of Type 9 fluorescent yellow-green retroreflective sheeting and light emitting diodes (LEDs)to form a hybrid pixel. Under photocell control, the LEDs typically operate only for nighttime illumination or for a violator alert(when a vehicle is detected traveling over the preset speed threshold). Field Tests I t� �� JJ ✓/rr/////911'/ %ii '�i/ r� All three field studies showed positive speed reduction results. In each study, speed was measured before the deployment of Driver Feedback Signs and at various times after the deployment. All were permanently mounted signs. The City of Clarksville, Tennessee tested speeds before and after deployment of the Driver Feedback Sign. The signs were deployed in residential areas on two arterials, Kirby Street and S. Jordon Drive. Each location achieved similar results in reducing the mean speeds and the percentage of speeding drivers. Kirby Drive Clarksville, Tennessee 62% Reduction in Vehicles Traveling Over 6+mph Evaluation sign. 15% Reduction in 85th Percentile Speed(34 to 28 mph) 19% Reduction in Mean Speed (27 to 22 mph) S. Jordan Drive 52% Reduction in Vehicles Traveling Over 6+mph 18% Reduction in 85th Percentile Speed(34 to 28 mph) 19% Reduction in Mean Speed (27 to 22 mph) The Maine Departrr cted a similar test. Again, the test results Y were positive. rrr, / r Maine DOT " Evaluation Sign /r ,r, 56% Reduction in Vehicles Speeding Over 6+ mph 17% Reduction in 85th Percentile Speed(34 to 28 mph) 23% Reduction in Mean Speed (32 to 25 mph) A long-term evaluation was conducted on Driver Feedback Signs in Heesch, Netherlands from March 27 to July 13, 2003. The location of the Driver Feedback Sign was at the entrance of a village where the speed limit is reduced from 80 to 50 kph. The sign was placed just before the entrance of the village where the speed limit was still 80 kph. The speed limit lowered to 50 kph 100 meters further down the road. The problem was that many cars entered the village at a very high speed. By alerting drivers to their speed, the county hoped to influence driver behavior. The desired result was to reduce average speed for cars entering the village and a second desired result was to reduce the number of vehicles with excessive speeds (vehicles passing the sign over 80 kph). The measurement device was a pneumatic tube and the data logged was average speeds and excessive speeds (speeds higher than 80 kph). Speeds were measured between March 27 and April 8, 2003 (before the Driver Feedback Sign was installed). When the Driver Feedback Sign was installed, speeds were again measured(between April 9 and May 6). For measuring long-term effect on driver behavior, speeds were measured again (between June 20 and July 13, 2003). Heesch, Netherlands Evaluation Sign The graph below illustrates speed reductions before and after the Driver Feedback Sign was installed. Avg speed DFS before and after ®Series 1 7 68 - 66 - 64 - 62 - 60 - 58 - 56 - 54 - 52 86664626058565452 50 O� O� O� O� O� O� O� O� O� O� O� O� O� O� " ZVI N`� Driver Feedback Sign Installed The Driver Feedback Signs had an immediate impact with mean speed reduction and further reduction longer term. Avg speeds DFS before and after installation 66 EM Avg before 64 ®Avg after short term 62 ❑Avg after longterm 60 58 56 54 52 1 The same long-term results were achieved with the reduction in the percentage of speeding drivers (those exceeding the posted speed limit of 80 km/h). Avg % > 80 km / hour 8.0 7.0 ®Avg before 6.0 ®Avg after short term ❑Avg after long term 5.0 4.0 3.0 2.0 1.0 0.0 1 Conclusion Results of studies and field tests referenced herein show that speed monitoring displays have a statistically significant affect of reducing mean speeds and reducing the percentage of speeding drivers. Speed reductions--even minor ones--may reduce accidents and increase pedestrian safety. Positive long term effects have of speed monitoring displays have also been demonstrated. Portable displays are appropriate for temporary speed reduction needs such as work zones, but areas requiring ongoing speed management require a permanently mounted solution, as vehicle speeds will increase if the speed monitoring displays are removed. The advent of radar and variable message sign integrated technology presents a low-cost, easy to implement solution for reducing speeds and increasing pedestrian safety. Author Dan Skites Market Development Manager 3M Traffic Safety Systems Division 1 P.T.Mccoy,J.A.Bonneson and J.A.Kollbaum. Speed Reduction Effects of Speed Monitoring displays with Radar in Work Zones on interstate highways. Transportation Research Board paper No.950322. Washington D.C.,January, 1995. 2 Castle Rock Consultants. Technology For Rural Transportation: "Simple Solutions"#13. Speed Warning Systems. Federal highway Administration publication no.301-577-0818. Eagan,Minnesota. September, 1996. 3 Nicholas J.Garber,Ph.D.and Surbhi T.Patel,E.I.T.. Control of Vehicle Speeds in Temporary Traffic Control Zones(Work Zones)using Changeable Message Signs with Radar. Presented at the Transportation Research Board 74th Annual Meeting,Washington,D.C.,January, 1995. 4 City of Clarksville,Tennessee. Evaluation of 3MDriver Feedback Signs. 2002. 5 Maine Department of Transportation. Evaluation of 3MDriver Feedback Signs.2002. 6 Netherlands Department of Transportation. Long-tern evaluation of 3MDriver Feedback Signs. Heesch, Holland. 2003. 7 Pesti,G.,and McCoy,P.,Long Tern Effectiveness of Speed Monitoring Displays in Work Zones on Rural Interstate Highways. Transportation Research Board Record 1754,Paper 01-2789,2004. 8 Casey,S.M.and Lund,A.K. Changes in Speed and Speed Adaptation Following Increase in National Maximum Speed Limit. Journal of Safety Research,23, 135-146, 1992. 9 Webster,D.C.Traffic Calming—Public Attitude Studies: A Literature Review. Crowthorne,Berkshire,UK: TRL,Report 177, 1995. 10 Bloch,S.A. A Comparative Study of the Speed Reduction Effects of Photo-Radar and Speed Display Boards. 22 pp,29 refs,Paper Presented at Transportation Research Board 77th Annual Meeting,January 11-15, 1998, Washington,DC. 11 Eagle,R.,and Winter,R. Speed Warning Signs. Police Research Bulletin,No.34,pp.38-41. 12 Literature Review on Vehicle Travel Speeds and Pedestrian Injuries. US Department of Transportation,National Highway Traffic Safety Administration. DOT HS 809 021,October 1999 Final. 13 The Relative Risks of School Travel. Transportation Research Board, Special Report 269(2002) 14 Pasanen,E.,Driviing Speeds and Pedestrian Safety;A Mathematical Model. Technical Report No. REPT-77,and Nordisk Kabel—og Traadfabriker,Copenhagen,Denmark,41 pp.,. Helsinki University of Technology,Laboratory of Traffic And Transportation Engineering,Espoo,Finland, 1992. 15 Nemeth,Z.A.and D.J.Migletz. Accident Characteristics Before,During,and After Safety upgrading Projects on Ohio's Rural Interstate System. In Transportation Research Record 372. TRB. National Research Council. Washington,D.C.. 1978,pp 19-24. 16 Frisbie,T. Are Work Zones Actually Death Zones? Traffic Safety,Vol.91.July/August 1991. pp 10-13. 17 Noel,E.C.,C.L.Dudek,O.J.Pendleton,and Z.A.Sabra. Speed Control Through Freeway Work Zones: Techniques Evaluation. In Transportation Research Record 1163. TRB,National Research Council,Washington, D.C., 1988. pp 31-42. 18 G.L.Ullman and D.R.Riesland. Catalog of Work Zone Speed Control Methods. Research Report 1161-2. Texas Transportation Institute,College Station,Texas. May 1990. 19 R.F.Benekohal,P.T.V.Resende,and W.Zhao. Temporal Speed Reduction Effects ofDrone Radar in Work Zones. Transportation Research Record 1409,TRB,National Research Council,Washington,D.C., 1993,pp 32.41. 20 M.Freedman,N.Teed,and J.Migletz. The Effect of Radar Drone Operation on Speeds at High Crash Risk Locations. Presented at Transportation Research Board 73 d Annual Meeting,Washington,D.C.,January 9-13, 1994. 21 McGee,H.W.,et al. Chapter 10—Construction and Maintenance Zones. Synthesis ofSafety Research Related to Traffic Control and Roadway Elements. 22 Bowie J,Dr.Saito,M.and Burns,S.,Efficacy of Speed Monitoring Displays in Highway Work Zones. Submitted for presentation and publication at the Transportation Research Board 2004 Annual Meeting. Page 6. 23 Literature Review on Vehicle Travel Speeds and Pedestrian Injuries. U.S.Department of Transportation,National Highway Traffic Safety Administration. DOT HS 809 021,October 1999,Final. July 11, 2018 TO: CITY OF APPLEALL PERTINENT DEPARTMENTS I E, I I I I INTERSECTION (POSSIBLE TI' I MET WITH YOU APPROXIMETLY 1 YEAR EHALF OF MY EIGHBORIS AND RESIDENTS OF APPLE VALLEY WITH OUR CONCERNS OF THE CONSTANT, EXCESSIVE NOISE EMMINATING FROM ABUSIVE VIOLATORS OF NOISE VIOLATIONS. E ALL KNOW THAT THE CITY CANNOT STOP EVERY AND ALL VIOLATIONS THAT OCCUR, BUT WE WOULD LIKE THE CITY TO AT LEAST TRY SOMETHING, EVE IF NOT PERFECT, TO HELPCONTROL/CURBCONTROL/CURB THE SITUATION. I HAVE ASSEMBLED FEW PHOTOGRAPHS WITH SOME POSSIBLE I S THAT WE PET E CITY COULD ATLE ST S MENTIONED IN MY L PREVIOUS LE E E ALL KNEW THE ROAD WAS HERE WHEN WE PURCHASED UR HOMES, AND WE 'T CARE IF A 100,000 VEHICLES GO BY, BUT THEEXCESSIVE ISE FROM CERTAIN VE ICLES WE BELIEVE CAN ESE , EVEN IF NOT 10 0% PERFECT. ANY REDUCTION WOULD HELD. THANK YOU ALL FOR LISTENING TO OUR CONCERNS. E ALL ENJOY U CITY AND ARE THANKFUL T LL OF YOU FOR THE GREAT WORK YOU ALL DO FOR USI RESPECTFULLY, LAMONT ROLFSHUS BEHALF OF CONCERNED HOME ERS) PLEASE CONTACT ME IF YOU HAVE QUESTIONS/ COMMENTS Y EMAIL: CELL/TEXT: „,,, r r;” ,,,, ,,; ��`" ;' ;; it Vii% �!ii�/////�j l////�//��/ �' j//%, r�J%�j��%��/%� �% d"",„+, i� p�/�� l�//fir � � f � �' / r// r// / �% // �//��// / i ,y"T i.,�t /r//�/iio %/ / /iii// rf/ '. /r",i�,, �i%i%r ri/%��%/I�� tri/��//�f j%//i/i//�ir�%% � I ` �// //�f i//� /a ,�°; � �. W� rii//i viii/,//ir j' f�/'/�1�%i%///moi/�%��l�i / �,,� � ,�^ //�iir//ii� �%//��//%//��/��,%� ,� ✓/ i,� ��„� /�i/i%/�/r/// %r�� r /// aa��,+° �� ” � �r 1 a �� arr/��„;�%J//i%%%ia/lGiii/riiu� rllfai><aaui, r I Il;` � !� ��1��%��;j�` �` �u� :„ y /JI' � � �� /V�� ,�, �� f��-:..,,: u��j(��( �iU�t�iG�u✓��,�rwr��"�niuww u a li � � f1 � b / r � m �`� 1 � �f r �"r, r, �fk�r ��)p�,� � �j, iJrt� mm�,��,��r�»l„�� I';". � � � � � r '�"� i );, �� // ,�f� ,� ri�� r or �//r`�i/r/r, iu//' //�j,�/r//�i�%, �, r r/////��///moi -� Y rU//ii/%�i/��%��rr �r 15��/ �,f�f o�f J,��i�/i��, i /r, %,�,i, �/ i i f Uj j r 1 t ,f r GINE AKING i r 7 ............,..,. " , 1 �J tri s, t 41 rl ENGINENO MAKIN 1M pi�lll u I i J: � I ii f� Traffic Safety Advisory Committee TSAC July 11 , 2018 .�iiM ■ Regular Agenda Items: ■ A. 14025 1401h Ct Additional Signage Review — CDS Signs ■ B. 14113 Garden View Court Additional Signage Review — CDS Signs ■ C. Palomino Speed Study ■ D. Parking in Regents 2nd Neighborhood for Quarry Point Park Activities ■ E. Harmony Way Speed Concern and Warning Signage Request ■ F. Driver Feedback Sign Requests and Schedule ■ G. Traffic and Speed Concerns on 160th Street ■ H. MSA Traffic Count Updates ■ Informational Items: ■ Other Traffic Concerns Communicated to the City: ■ 1 . Police ■ A. Pilot Knob and Embry Way ■ 2. Public Works ■ A. Gabella Street Speed ("Cut through from Foliage to Galaxie") ■ B. 147th Street Speeding ■ C. Founders Way One-Way 966 00* ■ Educational Issues: Apple ■ 1 . TZD Conference Update valley A. 14025 140th Ct Additional Signage Review - CDS Signs .., •0i• �i�iiM Apple Valley 1401h Ct & 140th St W Apple Valley M I i i j r � i l 1 t 1 1 J I r f �mlifl, 1 +lll(l ,iY1li,r 1 P V f ( V „��riiioiiia, , oi�i�,,,�,iiii�ciii/ioi/viii/,✓„ri,,, ,iri,,,io/ic viiic, r,,,,rr,oi✓ r� r iii ri�/i ri� �r/iiiii/ r/ r, i .ii •iii ii�iii 140TH ST W Looking West Apple Valley 4 Pv�,�, mnivs'GNv�VVwh'�1��'k '- �� ?N •iii �i�iiM 140T" ST W Looking South Will �J i�� I �III �iuuuuuuuuu �� iII I�iIiI��IIIIIIIII�I�101111 � 11i llnii Il ii �liill Ilii iii ill li�� °PPvallav Dead End Signage Examples Heywood Path & Garden View Dr Looking North Johnny Cake Ridge Rd and Farmington Way Looking West w nrmrur;�uMiirido�iui Y��N/i (WI�N��SuV� m �i�fR%I//filP %lr� "nrr "?ire �a.amuumra�am � ii i �wad�iwhuwis�m!uoro�uiu� �//��0/Jl ,�a��l NYlh a / I r i I r / I r I i fir.,• Y ��I i I •iii �� J Apple Valley ,,i B. 14113 Garden View Court Additional Signage Review - CDS Signs .., •0i• �i�iiM Apple Valley Garden View Court & Garden View Dr Apple Valley � r i / /„ � `' o i�ooai,� o�ioi%%//rrJ,✓/ /iJl/i/,-� inrrmr�oaarr/riaiirrrrroia�r/i✓roai„ ^I i` /�i) „/��, ��oa% L%%/d%/%(�1//%///////,/%�%%%/ /l/%/�//%/////%lcp(✓I///////��%//��GGOf�f VO//��'"�/ii/// 'voi..,/i/ �„/, i •iii �i�iiM Garden View Dr & Garden View Ct Looking South SA Apiple Valley m , i r - k i 6�I K4fwV , r 1. / rp' �r r / �i�iiM Garden View Dr & Garden View Ct Looking West u SW�n. 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Palomino Speed Study ..41 •0i• �i�iiM Apple Valley r 6� i r ! �f� r r � r / y " i, /�, rn / „ /Y///N G'�'7n' ,�l«"��^a<"v"r, , lr,/,Nr"i 'i,� �I�� i rBC, ;rIu.. r /': r .r„ 9)d, i / t,,. r r, 'g/ ,r% �%::"'",/5" /r %,:. iii r / `' ! j / ra'�+'dr+.- ri Mawr /�, t , mJi ,,p r', fry r , r,/// >,,,�,«H (r/,, l Ji r' ,f ':'�' O N; g;,!,/,',r ia, it%<'r rr i i2 /% li;'[ "ld r, lomino � 1u/,rav� v ,�r✓` If "„rr,,, ,%/,p ,;i,Ir /e>��,.,,� �: r i ";/ %r/� r„r �,,.., ,I ,,, ;;; /(;” ,,,r „i. ,c,.,, r, ,%rr=, � �hn;:�;uo%ilr�ri,F�,y/� F` /i,< '(r � (i t „„( t„%;, ✓ V / ��, ,POP �;H„ / �r/•✓ /',�Ir///..,,/�%ar„ 'r,%� ,✓VI( Mrd r,/ n, ,,, ;? �,, ,,, �, ,ii,,.. /r, i% r/ F , r,,; if ,,,; ,,ti / r '; s,r %,!> ✓/r y r"/ 'r/'iY,;, i/ / /, {1,Y IfdWVOi( fN s r:.,. /1f�r / ,r „rf�f !rr%/ �/%'" , r, IY,/� w1�1�11Gr I,f « /I 11� 'r � f�,, � "" / ,'� l" I. /,,,,,,,,` ��x �f%'/,�/� ',i // �',!/r'� p r 1 e 1 „ '..,;kVr r ',:: "�+l t/, ,„ �/ 'Y''' /' '/ n;�%,fir/ //llgyh✓y!,� �� r Iiir, ;x, �J«,... r'e ,gi �ry ,�ry ;,,,, '�. / '«%/' /',! y. a �✓ f1Y,;�i n� ,%/, rY !:.' 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'�/ l r, / yf, 4 ri �; ,r %/� rH fir" Ir, lir „ ( /iq „ ov/ N",u 7u jDri"f R j f l'IY /, Y ', )Iv rf,"'4�',„s"X�' %,: r�� ✓im %�( ry /. � l,,frf�YVoo��/f r r rNurfyY ! -.N %f r, ;l-// Yr�ro '+A•T.":i '/i r i,:: ,v ' � Fr<1 /� 1` A r iii/ ,;,, e;,' :� � %rii, «'r'f,r (//�%�i.,r,�i r, ."; ,", %i -%.,/i � �f r o(1"w9 /rfY 'I,I1N � :nl I//�i�i/,,, I f.l� f�� ,✓ �' /rrr, f,•f( / � IG( �� ,„v v ( ,�f✓ „ .r; r��« ,%„ rin'': °'":%lrrvll/NN«./ifmr r/r )�/9r ,,1� 1 n� Ir'�f r 22111 G G , r'If;, , .4111 N/;y w 0/1 ,} oP�r 'r,r/y '� i('% fd°' , ts91 J /' � y + 'r ri /„ �, Y Infagery,da2e'3/iIlJ2614 44°454fa�8''hd„93°13'37.477”46�lev ig49ft ueyeGIC"5 1?r�C r r r . ............... 361 Palomino Drive (Eastbound) a� 1�Nf r %r f c � r i it o t i �Nn a. .4� rls6 rii/rrl,ii /r/ f f•�! �ii�'l�/�!' �l/%�� Edi if��if/j%r�Wrr TJ/. Apple Valley 361 Palomino Drive (Westbound) Apple Valley u r` w p, m 1 ! , �l� � �,.� , ,, � qui ...,,.. ,✓.. ,.. ./ r' I t u� •iii � �� i... ...,,�, r � r �, , � � ,r 361 Palomino Drive (Westbound) Apple Valley t' P .� � treat k�iew t ,iV w ihi i1. a i � I M u awl I •iii �i�iiM 291 Palomino Speed Summary (Counters set in 35 mph zone) • 5/19/16 - 5/26/16 • Average Speed: 37 MPH • 85% Percentile: 41.03 MPH • Percentage of vehicles traveling over posted limit (35 MPH): 18.03% • 5/26/16 - 6/2/16 • Average Speed: 37 MPH • 85% Percentile: 42.18 MPH • Percentage of vehicles traveling over posted limit (35 MPH): 23.47% • 6/2/16 - 6/9/16 • Average Speed: 34 MPH • 85% Percentile: 39.33 MPH • Percentage of vehicles traveling over posted limit (35 MPH): 12.19% • Total Average • Average Speed: 36 MPH • 85% Percentile: 40.53 MPH 966 •iii . Percentage of vehicles traveling over posted limit (35 MPH): 16.53% Apple valle Palomino Drive 0 Minor Collector 0 2 Lane Undivided 0 35145 MPH Roadway From TO Lanes kh,iil—1 in the;Mor.p,,hi Coit.v-d,2007 F,ii,tiv-1 Palomino Drive CSAH 11 Garden View D2 rrve Gard Cat View Drive i run R Highway�1 2 Avidiup) u,r—ec 11 ata vl,,rn,.,t,.0 wki,—1,dg,,—h of III, 1271°1 Street Trunk Hiqhway 77 Galaxie Avenue 2 r-dway,'fii-nkni of pirvviding-tineci to major cc)l (Cedar Avenue) l"Civ'r,u'il rn,,ial rvu— hile-Iphi.vizing LI I a-- Diamond Pith CSAH 38 iMc,-And evs Road) CSAH 31(Pilot Knob Road) 2 ,---nobilny Evenmoor Parkvvay CSAH 33(Diamond Path) FastCity Limits 2 ....................................................................................................................................................................................... Trunk Highway 77 Georgia Drive ............ Planning Context-Studies,Projects, (Ced2r Avenue)Service Road Issues 132nd Street Geovqia Drive G al a xi a Avenue 2 Ih,i M IM, ,,(i."i,10 highligbi",rio- GalaxieAvenue Johnny Cake Ridge Road 2 roadway/....ido, I Ic,il,a 6—be,,—.ndo,u,d hvily — Erce Tirall Johnny Cake Ridge Road CSAH 31(Pilot Knob Road) 2 orpirIi,illy u,r hu,Apple%`Aq.......the 1999,%pple'Val- ------------------------------------ ----------------------------------------------------------------------------------------------------------------------------------------------------------- 142nd Street Johnny Cake Ridge Road C-Abd31 uilRd Knob Road) 2 -------------------------------------------------------------------------- ----------------------------------------- highlig'hl Idleand"i'l ninili"',f"i.g'.""',fflu, Essex Avenue CSAH 31(Pilot Knob Read) 140"Street 2 key""id—y.'n'III,-Ch Y, Hayes Road Pennock Avarice 2 CSAH 42(150th StreetJ CorridarStudy 1451,Street ...............................Pennock Avenue ..........................CSAH 23(Cedar Avenue _ 2 in Pebruary L999,Oakouj(""'Iniy'I r Galaxie Avenue west of FlagstaffAvenue 2 I, —p-46on ,.I Snare Coomy,dre barn'u'40,:L.Dq .r uc rt",f"l n"fX'I- CSAH 42(15(1''Street) Pennock Avenue 4 ,.'ion(MA/D01),the M"i Cowwd''n'l the Pennock Avenue CSAI-4 23(Cedar Avenue) 4 ,a-of'Apple VIllq,13u I4vnlde,T,.k,vifl,,Pr r T,.,,k,, 12.ovrmrnruut—Siiv.,ig,,vod Shakq—, onq&ii CSAI I CSAH 23(Cedar Avenue) Garrett Avenue 4 147""Street ............................................................................................................................................................................................................................................................................ 42 Cori Su.d).'rhe p,i the suid),—.—,uli,- Garrett Avenue Galaxie Awe... 4 ,,,d to devcl p.n,-'riA pla"k". Galaxie Avenue Flagstaff Avenue 4 a.,rif."I will hell,gi filen pli"),wig east of Johnny CSAH 33(Diarnond Path) 2-4 ,floo,-thir,the 11.12 co,ido.. Cake Ridge Road S I Pennock Lane CSAH 23(Cedar Avenue) 4 t lyr,,v,nn-i,iafi.n,,vidan Appl,\,,Ill,y i-I I,d: M.dif dw CSAI I 42/Gal-ur,A,cm-Ira& ugn.l 153-Street CSAH 23(Cedar Avenue) Galaxie A�enue 4 agar oarrdinic taidt,lrarry awt leralll,whhh'1-2 Calaxle Avenue Flagstaff Avenue 2.4 Recommended Functional Classificaedesignate from Local Streat:to Minor ............... !�, Table 5 J 7030(ornpri Plan Otlaber 2009 Appendix 1 0 Al l3 *00*0 Apple Valley Palomino Speed Study 2004 SITE MAF' LOCATIONS -7 III e � z1 w,r tf �� .��,r ��y r� r �� ,,.-.~F ,�,�'��,`��rid!i f r'�� ,�;� � ��.�✓,� 4� -,� �� I FI r ' � r J 'Cr'„, ��i� �"�, �''w by ., � � e✓`� ,/` ' � �1 � �t� `�, V ,F e Ma7E:C+YmbnoW'nvm npuu'wikl OUirwaranl 1w8. �IM�Y i� a:omwnpnr aow,.r°marnn c;rn.ny. ��r� n ry 34NI1M�w,iaa`oi 4,7WIM'�,crr�er�rvn�mazstm�ny c�a mw,mrtt:watcawn a.wW nw awra M!i i na ar�+nru Nu� rvvyrkxa a^rrxwa x rtw re,urunrr enm ue�n�,caoon m.,�n :ere:��r�r.� it bIPo p M inX.IY g itbtl f Nfltl C Y C I h+ P G4�DGbB�Y �Y A G".:� YW twGf Yi 1 h Mu J PI ML T+l "�i�x9/c Apple II'1�f�Ar V��M tlM GAp19'.rol 1"lUL4A 6"NOY6W5 U>wdp9fwtN tlSAi"1MWd Y�AYN i7lrtrtl W,�tpYthy Palomino Speed Study 2004 3 Nu-Metrics Traffic Analyzer Study Nu-Metrics Traffic Analyzer Study Computer Generated Summary Report Computer Generated Summary Report City:APPLE VALLEY City:APPLE VALLEY Street:PALOMINO DR W OF PENNOCK AVE Street:PALOMINO DR W OF PENNOCK AVE A study of vehicle traffic was conducted with HI-S FAR unit number 64.The study was done in the A study of vehicle traffic was conducted worm Hl-SI AR unit number 4257 The study was done in the ER0064 lane on PALOMINO DR W OF PENNOCK AVL In APPLE VALLLY,MIN In DAKOTA county. The WB4267 and on PALOM INC DR W OF PENNOCK AVE in APPLE VALLEY,MIN in DAKOTA county.The stuidy began on 0911412004 at 11:00 AM and concluded on 0901 W2004 at 11:00 AM,fasting a total of 48 study began on 09M412004 at 11:00 AM and conch,ded on,09/1612004 at 11:00 AM,lasting a lotal of 48 hours, Data was recorded in 15 minute time pprlrxja.The total recorded volume of traffic showed 4,956 hours. Data was recorded in 15 minute tune periods.The total recorded volume of traffic showed 3,860 chicles passed through the Ideation with a peak volume of 81 on 09/15/2004 at 07:00 AM and a minimum veliftles passed through the location with a peak volume of 73 on OWI i5i2f,04 at 05:00 PM and a minimum volLirneofOonOg/14/2004aGll:45PM.The AADT Count for this study was 2,478. volume of 0 on 0915120D4 at 03"00 AM. The AAD"I"Count for this study was 1.930. SPEED SPEED Chad 11 lists the values of the speed bins and the total traffic voirime,for each bin, Chant lists the values of the speed bins and the total traffic volume for each bin. Client 1 Chart 1 20 25 30 45 50 55 1 61 16 70 75 to 25 10 tl � 41�1 � 11 'tie lib [70 75 p a to to to to I. I. to to to 1. to to to a to 11 ,93A 39 44 1A 50 C,4 sf� 9 14 119 4 29 34 3.9'�E41 49 59 64 09 a4 74 p, 493 553 965 354 6,52 1_11031 667 10 � 30 2,0 8, 77 546 819 623 '135 129 53 1 At least bi the vehides were traveling in the 30-34 mph range or a lower speed. The average,speed At least hal of the vehicles were traveling in the 30-34 mph range or a lower speed. The average speed for all classified vehicles was 29 mph with 19.6 percent exceeding the posted spered of 35 mph. The for all classified vehiries was 28 mph with 15 9 percent exceeding Iltie posted speed of 35 hi The k11-STAR,found 0.39 percent of the total vehicles were traveling in excess of 55 mph.Thee mode speed for HI-STAR found 0.75 percent of the total vehicles were traveling in excess of 55 mph, The mail speed for this traffic study was 30 mph and the B61h percentile was 40.52 mph, traffic study was 35 mph arid the 85th percentile was 41.60 irl CLASSIFICATION CLASSIFICATION Chart 2 lists time values of the eight classification bins and the total traffic volume accumulated for each Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each bin. bin. ChadChart 2 2 a 40 to to to to 319 49 big 69 79 to 2 28 40 50 60 70 2033 233 4 10 5 0 to ------------ 439A 8262 Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars in Most of the vehicles classified during the study were Passenger Cars. I tie number of Passenger Cars in the study was 3,506 which represents 97.50 percent of the tecta(classified vehicles.The number of Small the study was 4,479 which represents 97.90 percent of the total classified vehicles. The number of Small Trucks In the study was 74 which represents 2.10 percent of the total classified vehicles. Thenumber of Trucks in the study was 83 which represents 1,80 percent of the total classified verl The number of Trucks/Buses in the study was 10 which represents 0,30 percent of the total descried volircies. The Trucks/Buses in the study was 12 whiclh represents 0.30 percent of the total classified Vehrd"'L Tire nurnher ofFractor Trailers in the study was 6 which represents 0.20 percent of the total.classified vehicles. number of Tractor Traillers in the study was 3 which represent,,0.10 peruerit of tire total classified vehicles. HEADWAY HEADWAY During the peak time period,on 0911,512004 at 05:06 PM the average headway between the ver icier was During the peak fine period,on 09/15/2004 at 07:00 AM the average headway between the vehicles was 12.16 seconds.The slowest traffic period was on 0911512.004 at 0100 AM, During this slowest period, 10.98secands. The slowest traffic period was on 0914/20[l at 11:4:4 PM. During this slowest period, the average headway was 900.0 seconds. the average headway was 900.0 seconds. WEATHER WEATHER The roadway surface temperature over the period of the study vaded between 56 and 86 dogmes The roadway surface temperature over the period of the study varied between 56 and 85 degrees Fahrenheit. The fit-STAR determined that the roadway surface was Dry 100,00 percont of the finio- Fahrunlirmt,The HI-STAR determined that the roadway surface was Dry 100-00 percent of the time, 09/1612004 Face: I 0911612W4 Pago: I *66 0611111 Appli'Mle Va i j Palomino Speed Study 2009 M � 'd"RAF'T'=C COUNtdT ER LOCATIONS I Apple valley Palomino Speed Study 2009 10 J211 Nur-Metrics Traffic Analyzer Study Nu-Metrics Trai Analyzer Study Computer Generated Summary Report Computer Generated Summary Report City:APPLE VALLEY City:APPLE VALLEY Striaev PALOMINO DR W OF PENNOCK AVE Street:PALOMINO DR W OF PENNOCK AVE A study of vehicle traffic was QuoduCled with HI-STAR unit number 9/10. The Study was clone in t,* A study of vehicfe traffic was conducted with HISTAR unit number 97114. I tie study was clone in the LB971U lane on PALOMINO DR W OF PENNOCK AVE in APPI E VALLEY,MN in DAKOTA county. WBU7114 lone vru PALOMINO DR W OF PENNOCK AVE in APPI.F.VALLEY,MN iin DAKOTA county. The study bicilrair,on 12M 112009 at ll:(X)AM and concluded on 12103J2009 at 11:00 AM,lasting a total The steady began on IWOV2009 at 11.00 AM and concluded on 1210N2009 at 11:00 AM,lasling a total of48hours. Data was recorded in 15 minute time Periods The total worded volume of traffic of,iffhours. Data was recorded 15 micaffelfirrie periods The total retarded volume of traffic showed 3,759 vehicles passed it rough the location with a peak volume of.50 on I2J0112009 at 05:30 showed 4,292 vehicles passed through 1hC location with a peak volume of 75 on 12/02/2009 at i Wand a minimum volume of 0 on 12102/2009 at 01:45 AM, The AADT Count for this study was PM and a minimum volume ofDon lVW2009 at0i 45 AM, lifteAADTCount Por this study 1,679. 2,146. SPEED Spggy Chart 1 lists the values of the speed bins and the total traffe volume for each bin. Chart 1 lists the values of the speed bind andel the total Inaffic volume for each bin. Chart I Chart I 30 '3b 40 45 1 50 1 55 60 s5 7o 7 35 40 �45 IG 60 ,, a to Vj to in to to to in in In is to 'd > I 51 211 2 to c ': W li, to I. to 1 9 14 19 24 29 3A 39 44 40 64 59 64 69 1 '9' 1104 to to in to 19 1-ITI'd 3.9 44 54 _`p 0 '10, Ile 36 � 1�W) 1195 351 r 17 7 3, vrit,L�q� 4,33 IX V 24 15 5 1 1 496 Aticarst halfof vehicles were traveling in the 35-39inph range ora lower speed. I he average At least half at the vehicles were traveling in the 30-34 mph isingle or a lower speed.The 1i spe,led for all classified vahules was 37 mph with 67.3 percent exceeding the earned spend of 35 rnifirl, speed for all classified vehicles was 33 mph with 40.6 percent exceeding the posted speed of 35 nor. 'I he HI-STAR found 2 59 content of the total vehicles were Iralvaling in excess of 55 mph. The made The LU-STAR Ili 0.32 percent of the total vehicles were traveling in excess of 55 nigh The mace speed fox tills traffic study was 40 inph and the 8511h lierescrift was 40.02 mph. speed for this traffic study was 30 mph i and the 851h percentile was 31 mph CLASSIFICATION CLASSIFICATION Chad 2 lists the Values of file ellphl Classification bills and the total trait volume acuumulailed for each Chart 2 lists file values or the eight classification bins and the Intel traffic volume accumulated for each bin. bin, 0 28 40 Chart 2 50 0 -7o 2f 26 40 Chart 2 50 00 70 80 k 51) to to W to to to to to 1. 1. to to 1. to 2 2/ 39 49 59 69 79 20 27 39 49 60 79 h, I 0 �Wa 66 33 0 0 0 4 116 45 0 2 Mast of the vehicles classified during the study"to Passenger Cars. The number of Panclarriler Cars Most of the vehicles classified during the study were Passenger Cars, I he number of Passenger Cars In the study was 3,400 Which,represents 98.40 percent of the total classified vehicles. The number of In tie study was 3,996 which represents 99.00 percent of the folat classified vehicles Thenumber of Sirinsill Trucks in the study was 45 which represents 1,30 percent of the total classified vehi(Les the Sinsit Trucks in the study was 33 Which represents 0.80 percent of the total classified vehicks.The number of TruckslBusids yin.the study was 8 which represents 0.20 percent of the total classified number of TirucksdBuscD in,he study was 5 which represents 0.10 percent of the total classified vehicles,The number of Tractor Trailers in the study vinis 0 which represents 0.10 percent of the total vehicles. The number of Tractor Trailers in file study was 1 which represents 0.00 percent of the total c Vehirfeer classiffed ve*i lexi jessifiedl HEADWAY HEADWAY During the peak hi period,on 1210112009 at 05:30,PM Ii average headway between the vehicles During the peak time period,on 12=12i at 05:45 PM the average headway between die vehicles was 1 1 65 secrund, Thu slowest traffic period was on 121021MO at 0145 AM. During the slowest Wall 11.84 seconds. The slowest traffic period was or,1210212009 at 01:45 AM. During this slowest period,file average headway was 900.0 seconds. period,the average headway was i seconds WEATSER WEATHER I he roadway surface temperature over the period of fire study varied between 29 and 48 degrees The roadway surface,temperature. over the period of the study varrad between 29 and 52 degrees Fahrenheit. The HkSTAR determined that the roadway surface was Dry 100 00 percent l the tirrie Fahrenheit, The HI STAR determined Ii life reardway surface was Dry 100.00 percent at the time. 12isV2009 Mastro 1 1W03c2009 Page I oes fire Apple lhAli vai Palomino Speed Study 2009 Is kc Nu-Metrics Traffic Analyzer Study Nu-Metrics Traffic Analyzer Study Computer Generated Summary Report Computer Generated Summary Report Cil APPLE VALLEY City:APPLE VALLEY Street:PALOMINO DR E OF PENNOCK AVE Street:PALOMINO DR E OF PENNOCK AVE A study of vehicle traffic ways conducted with Hi STAR unit number 9916 The study was dame in the A study of volkle traffic imas conducted with I11-STAR tunic number 6892. The study was done in Il E8091it Whine PALOMINO DR E OF PENNOCK AVF in APPLE VALLEY,MIN in DAKOTA county. WB6892 lame an PALOMINO DR E OF PENNOCK AVE in APPLE VALLEY,MN in DAKOTA courier The study began on 12/0112009 at 11:OD AM and concluded on 12J0312000 at 111:#745 AM,lasting a lotal The study began on 1210112009 a1.11:00 AM and concluded on 1210312009 at 9'1:09 AM,losing a total of4ahours. Data was recorded in 15 mindle time period$. I'hototal tecordedvolume ofteafrc, of48hours. Data was recorded in 15 minute time periorill The total recorded volume of traffic showed 6,193 vehicles passed through the Wooaluan wl0r a peak volume ol'84on 12!0312009 at 07:00 showed 4,277 vehicles passed through the location with a peak volume of 77 on 1'21©172009 al 05:00 AM and a minimum volume of'0 car 1210212009 at 01::45 AM, The AADT Count for this study%vas PM spot a minimum volume of 0 on 1210212009 at 01:45 AM. the AAD I Count for fills study was 2,507, 2:139. SPEEQ SPEED Chart I lists the values of the speed bins and trio total traffic volume for earell hin. Chan I iists the values of the speed bills and the total traffic volume for each bin. Chart 1 Chart I 0 16 21 40 45 55 (y) 65 70 5 a 7 40 45 � 60 55 Toc 14 19 24 29 34 39 59 64 69 74 4 to to I '. to In in to to to to to F to to to 54 so 44 49 54 59 78 371 1 872 JIM 8 Q '5�5 _76 1 15 7 57 5 0 55 ;' I. to In t 44 . 1 to , - :1 ] L "k 2t 25 "I At West half of the vehicles were traveling in the 35-39 mph rarigir or a lower speed. The average At(least half of the vehicles were traveling in the 30.34 mph range or a lower speed. 1-heaverage speed for all classified vehicles was 33 imph with 55.1 percent extusisding Ile,posted speed of 35 mph, speed for all classified vehicles was 32 nmh with 33..1 percent exceeding the posted speed of 35 nuch. The HI-STAR found 0.60 percent of tho total vairides were traveling in excess of 55 mph.The made The HI-STAR found 0:30 percent of the total vehicles were travelling in excess of 65 mph,The mode, speed for this traffic study was 35 mph and tho 85th fromentite was 43 20 mph. speed for this traffic study was 30 mph and the t35thparcenfile was 39.18 mph, CLASSIF CATION Chart 2 trots the values of the eight classification bins and the tolial traffic vo4uner aerwinulaled for cacti !�Mstrr the values of the eight classification hins and the total traffic volume accumulated for each bin, hip Chart 2 Chart2 21 0 21 -28 40 50 to fn Ia fa to ]: to to to to 4. ?0 27 39 49 50 7 7, h 300 1 1 40 1 1 Mast Of the vehicles classified during 918 Study were IPassenger Cars, The ruimber of Passenger Cars Most of the vehicles classified during the study were Passenger Cars,Tire number of Passenger Cars to the study was 4,714 which represents 08.00 percent of the total classified vehicles,The number of in the study was 3,972 which represents 98.90 percent of the total classified vehices. This number of Small Trucks in the study was 78 which represents 1,60 percent of the total classified vehicles.The Small Trucks in the study was 40 which represents 1.00 percent of the total classified vehicles.This number of TrucksMusets in the study was 14 which reVesents 0.30 percent of the total ciamfed number of Trucks/Buises in the study was 2 which represents 0.00 percent of the romf classified vehicles. The number of"rmclor Trailers in shoe study was 3 which represents 0:10 periment of the total vehicles I he number of Tractor Trainers in the study was 11 which represents 0,00 percent of the total dass4ied vellibles. oiesalfi xl vehicles, HEADWAY HEADWAY During the peak time period.on I 2AX2009 at 07:00 AM the average headway Inkoween the vehicies During the peak time period,on 12101820(19 at 05:00 PM the average headway between the vehicles was'10.b9socands-Theslomicst traffic settled was oro UWPX(h)at 01:45 AM. During this slowest yeas I1.54wonds, The slowest traffic pencid was 01)100212009 at 01:45 AM. During this slowest parent,the average headway was 900.0 Woods, period,the average headway was 900.0 seconds. VXATHER WEATHER The roadway surfsre temperature over the period of the study mritiol between 29 and 54 dogrens 1 he roadway surface Lemparaluro over the period of the study varied betwilea 29 and 52 degrees Fahrenheit The HILS'LAR determined that the roadway surface was Dry ID0.00 percent of the time, Fament,04.Tice HISTAR determined that the roadway surface was Dry I DO.00 percent of the jime. QJ03t2009 Apple valh'j D. Parking in Regents 2nd Neighborhood for Quarry Point Park Activities .., •0i• i�iiM Apple Valley Regents 2nd Neighborhood & Quarry Point Park Parking on Everglade Avenue 1 r Apple Valley if0'�f �d��r(�>i, mn,rr� � ,,.,rr �ww�uiw ,✓,�� - �r „r, ro,i�;;". <...✓, i J , 'i mioioiyimruriw➢iwiui➢1Vium�J�ui�tiiwiliilo m dim 'd � ,' i0mououoo Nu oi..iFrN„ , it r r r / 1 f� r '�'^ %�i ,.. �R�� it „r �� ,. .✓,fir ;; u � ��,.r...� �i��. 6 I � u p r V i „ r lJ .gip, ✓ � , ✓.,,.�� r , V"��""1 r°i @PW"�"Jrr�PIYdV�GYIo ,, „� VI� I�JNN�ViWi'�i i�IN�"� ✓ro�� r / r i •iii �i�iiM E. Harmony Way Speed Concern and Warning Signage Request ..41 •0i• i�iiM Apple Valley Harmony Way Speed Concern and Warning Signage Request see , f / / •illi• ease iii Apple Harmony Way Looking North Apple Valley ° M1M1 i �i�iiM Harmony Way Looking East r Apple Valley i .,. 1. r r a �l ��r,� 'I" ✓ � ,.r, ✓l., rr r!1` �r �� r r 'r lu r J r .fir, r ,�i / / .O�i/rr/, y� i, �� Jh!li r V �� ,�� r ✓.+ ) ��, r, r y,n � f 1 �/ � i l 1 ,/ ,� r`�r �✓/ l �i d�n s r &rY � � �,I�,�„ r r� ,r� /�� ,� 9/� �, l�I d Ni ,�� 2/, / � 7�,�,�, /Jri rt r � ✓ , u✓ lr� l � i r ; , f r �r "» I �� 61,r✓�„� / ;� 1 r,,,// � �u 4 0 > r r ✓ + yi 2� ✓ l ��,, ✓� � , 11 r J Y , �1 r, l ,.,j y �,� r r rY� / rr i � � r✓„ r ,k r •iii �i�iiM Harmony Way Looking North k f; r r gym^ WI I I p A turn (W1 -1 ) sign can be used with an advisory speed of 30 mph or less. �.�iiM Apple Valley ■ Driver Feedback Signs Requests ■ 132nd Street West of Johnny Cake Ridge Rd. (completed) ■ Garden View North of 140th (completed) ■ Whitney Dr. near Southview Elementary (completed) ■ Walnut Lane (requested 4/30/18 — To Be Deployed) ■ Dodd Blvd at Eagle Bay Dr (requested 5/7/18 — Currently Deployed) ■ 142nd St (Requested 5/1/18 — To Be Deployed) ■ Palomino (requested 5/9/18 — To Be Deployed) ■ Pennock Avenue (Completed) ■ TO BE DEPLOYED ■ Walnut Lane (July) ■ 142nd St (July) ■ Palomino (August) .., •0i• i�iiM Apple Valley Driver Feedback Sign 132nd St West of Johnny Cake Ridge Rd f" valla i Y r , � uuull rA° ' ilio � , _ � � � � Temporary Westbound � �� k 1 � � Dever Feedback Locatiam .. r Oflfll Il�i�,i, � ion' � � Tem ora Eastbound � � I �'� ©Muer Feedback Location� i i rr � l G f hili ri iii Apple File EB132rudSt Ferris Ave 612-12132nd t-West" ��w'Miil —EB— (Traffic Date Range 4/28/2018to 5/30/2018 Total Days of Data 33 Speed Limit 30 Time Range 12:00AMNtolt159PMN ///��//��«< •t14 n�1 � �rnlp�ia � Average Seed: 24 aii / / 'MPH and Above(32%Non-Compliant) 50%'Speed 25 10 mph.Pace Speed.....: 27to36 High Seed 622000 �,Hili/,<, Low Speed 5 ,/ f/ ii ,,, / / Display On/Off On P W / / / eVolume Averag per erDaW 856 / / / / i i / i / / i / i / / / / a / s.zot� /j / i / / / r / / / / / / / / IW i / / / / i / i / i / / i i Soo JEL i / / f / f i o / / / r , 1 f 5 �... Boa Piro 9: IWOO P... z,tro At a t as a r� >cx Au :to raMa 4MAM A11A 5.OD AM � A 7; A '.(f b APu�' u + as uAr a A ;r r ux a,cxa c ai Pm sots Pr a a Pr a rn y:,o mM awr �,�rrrrrrrr File 132nd St 27/201 to 5/2 /20188.tdf 132-` + <6,W1""" Date Range 4/za/z0�st©5/z9/z0�s 1�A1�1 Total Days of Data 33 Speed Limit 30 j //%%%%%%%%///////O///i ;V MI PH and Under(56%Compliant) %� /i �� 800Ti rrne Range 12.00 AM to 11:59 PM /i/i„ ,� � , ��„�,:,,r / Average speed 27 %/ ��,,,,,, � SPH and.......:Above(44%Non-Compliant) SO'�Speed 27 arca 10 mph Pace Speed 29 to 38 H,ighSpeed SO Low Speed 5 600 Display On/Off On Average Volume per Day 451 / r r a r � r . rrrrrrrrrrrrrrrrir a soca o 31 300 11001, / / rrrrr% / / / o i / / � f / / i i NOR/.Non. / i / / / i /r / ,f r f / 100 i r / i / /i % 32 fl.fb7 P�Zv7 2.d m�M .,043 AMa N; N tkP�dV v,SkO A 6:00 Ahad 7zf b;,h.M, N/11111 r;,” 'PM, 4, a 9�M 5,'OO PIPw91 6; P PM9 7:OO PM 8DO P M 9:00 IP IM 10(00 PM 1�.:GO P M / %/ rr///i////////// �//�/�/��/��%%%%%%%%/// Tt .:. ............... Driver Feedback Sign Pennock Ave , f / r S• I �y Tempara�ry t�prthtyound �% ,�� J p ��',, �CSrsve�r Feedback Lavation t� � Jz Ternporarq 5osrkf�baunr3 � �� / ��i r� i � r Drover Feedback Locatialn G ry N n 1 , mww. saa• see* 0.• Apple File Pennock f 4 7 f [[[[[[[[[ / ��////io , 585 a 13 th St 9 2Cd18.td €_> /////// !MPH and Under Compliant) Date Range 5/30/2018 to 6/27/20181200 Total Days Data 26 � � IP#and CMM• 56IwnmpaPnt) Limit 3fd Speed Time Range 12:00 AM to 11:59 PM Average Speed 301000 a% 50%Speed 30 10 mphPace Speed 31 to 40 High Speed 66 / � � OWNS. Low Speed 5 Display /On/Off On % ;,,, Average Volume pe r Day fr92 ve rill//%/ � / ,✓ �� ; r, r / / � r / /// /, /i IS ////, % 400 / % ! r l i f / / i i / i / i i / i , 9 � 12MAM 1:00 aM 2: hM 109 AM 4:OO AM 5,W Ar .s. sti ...7,6mAr»�r;; 4WPM 6:xae r °QPM r n 9MPM .ta:ae iwM tt aas r M tf�iiiiiiiiiiiiiiioi . ............... File NB 13575 Pennock Ave 7-9-2018.tdf -P,30 MP ndl Under(70%Compliant) Date Range 5/30/2018 to 6/28/2018 ;a%i� / // � %„i,i,%/�%,,,,,,i 1c�0 Total Days of Data 2? / � „,- 11 l MP11,and Ave N��irn� lant Speed Limit 30 [� � Time Range 12:00 AM to 11:59 PM 1440 Average Speed 25jj 501/.Speed 26 , 10 mph Pace Speed'. 28 to 37 1204 High Speed 70 Low Speed 5 ;. (7ff �7n D15 is �n p V / ✓ € ??; 1WO Average Volume per Day 1019 f i / / / / i a � PANIC Boo WX i / GOO / / / / / / 444. / 200, / / 0 / / i a / 1 / / / / � � „% 0� .w wwwww ..... .. .,. ..�.. - .��. ......... wwwww wwwww .wwww .; 2 M AM 1:00 AM z OO 3:00AM 4:Owm A :a n6t ;: A / Ari b a dLfi r1 i p(� (T, fiat===2 P ' 4 PM 5: a Pivr 6:00 PM 7:00 PM &OO PM 9:00PM 10:00 PM t 1:00 PM . ............... Pennock Avenue (looking North along Pennock) r / Exit street View, / l / / na r / / / / / / 1111, / i w d � r ,r I I 'nunAB'S'. / i l "i� /r�� //tit//�/� ✓/ c �!�///�� 1%;%/��/�%/�/0% �`�l n /��„ ,� r fr///��//ii /� r /f✓� �// /��// / i it i,✓c .///r / � / r/ //�/„ /� � � r //%i iii , �i�n��r,%�, na.�� iL��l,«✓, r1��/n,�I 1� , / s�lr</Dili!//irG�/9J�G�r dr/ p" •iii *i0iiM Pennock Avenue Speed Summary (03/12/16 — 06/03/16) All Traffic Solutions All Traffic Solutions File NB 13575 Pennock Ave 3-29-2016 Pile NB PennockAv 6-22-2016.tdf Date Range 31/12/2616t�3/29/1016 ©ate Range 5/1/2016 to 6/2!2016 Total pays of paha .... .... ..19! Total pays of Data 33 Speed Limit 35 Speed Limit Variable:35 Time Range 12:f70 AM to 11:59 PM Time Range 12:00 AM to 11:59 PM Average Speed 26 Average Speed 27 85%Speed 33 85%Speeid 94; 5Q/Speed 27 50'%Speed 28 10 mph Pace Speed 29 to 36 10 mph Pace Speed 30 to 39 High Speed70 High Speed 66; Vow Speed 5 Low Speed S Display On/Off On Display nn/riff On Average Volume per Day 10113 Average Volume per pay - 664 STEALTH MODE VISIBLE MODE *.�ii 00* M Pennock Avenue Speed Summary (03/12/16 — 06/03/16) All Traffic'Solutions All Traffic Solutions File 5B Pennock 5 of 134th St 3-30-2016.tdf File Traffic Data 5-22-2016.tdf [Yate Range .3/23/2116 to 3/30/2010Date Range 5/2/2016 to WV2016 Total flays of Data 18 Total Days of Data 33 Speed Limit 35 Speed Limit Variable.35 Time(Range 12:00 AM to 11.59 PM Time Range 12:010 AM to 11:59 PM Average Speed 31 Average Speed 32 85%Speed 36 85 Speed 5©%speed 32 50°l Speed 32 10 mph....Pace Speed 33 to 42 10 mph Pace Speed 33 to 42 IHigh Speed 72 high Speed" 67 Low Speed 5 Low Speed 5 Display Onfdff On Display Ong/Off On Average Volume per Day 790 Average Vollrme per)Day 6774 STEALTH MODE VISIBLE MODE *.�ii 00* M G. Traffic and Speed Concerns on 160th Street .1941 •0i• i�iiM Apple Valley Traffic and Speed Concerns on 1601h Street n Apiple Valley G. i I l w fa �ll��irr N i r x f � t w ti 'ttt7i n G ,e,.. �,,,� � ,m „' i ...ilu• '.i r err %/'! O ii pY/' � � i�. Z� � 1r � , i o- 4� b � r •iii �i�iiM MSA Traffic Counting Locations -------------------------------------------- ................. App Vle CITY OF APPLE VALLEY H111MSAS COUNTER LOCATIONS ROAD CLASSIFICATION munial w State Aid Street(MSAS) Privately Maintained Public Road t MSASPiopo5ed 2018 CIP PROJECTS Sheol&Ublify Improvements Mill Overlay .... Micro surrace, ISO 196 SCHOOL LOCATIONS Elementary School Middle School High School MSAS COUNTER LOCATIONS Counter Locations ....... .................. ifs ?T- .................------ .......!............. Apple Valley MSA Traffic Count Update APOR r" rj valley n WAS TRAFFIC COUNTS w 2098 ,�� P� u �' �,�m aw o��-»•""' �"�� PERCENT CHANGE FROM 2014 I COUNTER BATA r 7 39" MSAS COUNTER.LOCATIONS u 4 G � I i w wN u164%, w � 7 .. ROAD CLASSIFICATION v" k .. Pew N OUNN Y Sla e,Aid all H1 h,ay(CSAH) MN!Tm,k N ghvva0 as P malefy MMaamtwne.3 C ubfic Roads " alt Other N>ulafnr,Rrasha I ti.r w ur.w.x Yi r+W -u�.'4 mc4.x '+,�,..m..e w.vu'^w'vaw N'�'.wr wx.�[»�-c a,a•n �rrr r ar ae m n m.n a m w F ,r.w.v"r�rw•�ro..�.,p y ^ry rww� 4W18' Y ........� It 2.. g¢ { ¢ ' - i� ti,..,�,�..,..a�.�.."...�..'.-..,w.�u�r'w��,r"..r,"�...��.....�..ro�.W�4 u mmae•�a r..w, �-..-�.,.....-..m rrr Baa• see* 0.0 Apple Vallf: