Traffic Calming: State of the Practice by Reid H. Ewing

By Reid H. Ewing

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They are usually circular in shape and landscaped in their center islands, though not always. They are typically controlled by YIELD signs on all approaches. 16. Cobblestone and Brick Streets that Discourage Speeding. 17) and forcing drivers to slow down to yield. Drivers must first turn to the right, then to the left as they pass the circle, and then back to the right again after clearing the circle. While not as controversial as speed humps, traffic circles also raise concerns. One is the inability of large vehicles to turn around small-radius curves.

Lauderdale, after experimentation with a 22-foot speed table (with 3-inch height) in one application. A third profile was subsequently developed, a hump as long as this speed table but with a 4-inch vertical rise and a roughly parabolic profile. Like speed humps, speed tables have been designed to different specifications. 5 to 10 feet, and fields of 18 to 23 feet. By varying dimensions, Boulder is able to achieve a desired target speed for a given application. It can also better accommodate fire trucks with long wheelbases.

8. Roadway Narrowings—Traffic Calming Measures? tions. The Watts profile hump, developed and tested by Britain’s Transport Research Laboratory, is the most common speed control measure in the United States. 7 Its guidelines specify a speed hump that is 12 feet long (in the direction of travel), 3 to 4 inches high, and parabolic in shape, and that has a design speed of 15 to 20 mph. It is usually constructed with a taper on each side to allow unimpeded drainage between the hump and curb. In some European countries, the space between the hump and curb is wide enough to accommodate bicycles.

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