HomeMy WebLinkAbout10/11/1993 B A K E R S F I E L D
Randy Rowles, Chair
Kevin McDermott
Patricia M. Smith - absent
Staff: Jack Hardisty
URBAN DEVELOPMENT COMMITTEE
Monday, October 11, 1993
12:00 Noon
City Manager's Conference Room
1. Inert Recycling Facility - Gene Bogart
2. Commercial Vehicle Parking in Residential Districts - Jack Hardisty
3. Pavement Undulations - Ed Schulz
4. Set Next Meeting
' ~ HIGHLIGHTS OF PROPOSED
INERT RECYCLING AGREEMENT
WITH
GRANITE CONSTRUCTION COMPANY
TERM:
Pilot program of 3 years with 60 day termination clause by either party. Parties
agree to negotiate for possible 5 year extension 90 days prior to end of initial term.
CONTRACTOR PROVIDES:
- Personnel and equipment necessary to operate facility inert (asphalt and concrete)
material.
- Perimeter fencing, electrical power, scales and air pollution permits.
- Beginning seventh month, contribute proportionate share of road maintenance cost
from road maintenance fund created by recycling program.
- Provide accounting and documentation of quantities, origination of material, type of
material sold, etc. to City.
CITY PROVIDES:
Approximately 10 acres of Sewer Farm land.
Assistance in promotional program, identifying potential markets and documenting
diversion quantities.
Obtain proper land use permits.
Provide a water supply sufficient for the operation of the inert facility, which includes
filling of water trucks and water for dust control.
Maintain non-dedicated portion of existing access road.
OVERALL:
City provides review and approval of tipping (gate) fees charged by contractor
(contractor receives no other pay for .services).
City does not pay for rubble generated by City's own work forces, potential savings
to City of $200,000 annually.
City has option to purchase recycled road base at reduced price.
Contractor provides auto, general commercial liability and workers' compensation
insurance, all with limits not less than $1,000,000 per occurrence.
NEXT STEP:
Proceed with recommendation of agreement to City Council.
Begin conditional use permit and environment review.
Formalize notice to Garone Farms on use of 30 acre parcel for greenwaste and inert
recycling operation.
Appropriate $140,000 (50% Sanitation/50% Sewer Enterprise) to extend potable
water line to serve future Corporation Yard parcel, Greenwaste/Inert site and
Wastewater Plant No. II.
AGREEMENT NO.
T~TS AG~W~4ENT is made and entered into on
1993 by and between .the CITY OF BAKERSFIELD, a municipal
corporation,.referred to herein as "CITY," and GRANITECONSTR~CTION
COMPANY, a California corporation, referred to herein as
"CONTRACTOR."
RECITALS
W~REAS, with the passage of Assembly Bill 939 into law
(Chapter 1095 of the Statutes of 1989), California cities and
counties are required to develop and implement source reduction,
recycling and composting activities which will divert twenty-five
percent (25'%) of all solid waste from landfill facilities by
January 1, 1995 and fifty percent (50%) of all solid waste from
landfill facilities by January 1, 2000; and
w~REAs, the amount of solid waste generated in the CITY,
coupled with diminishing landfill space and potential environmental
impacts from landfilling, creates the need for the CITY to maintain
an integrated waste management program; and
.WTUrREAS, CITY desires to reduce, recycle and reuse inert
solid waste generated in the CITY to the maximum extent feasible;
and
W~ZREAS, a program to recycle broken asphaltic concrete
and broken. Portland Cement concrete generated in the greater
Bakersfield urban area ("Program") will benefit the City, will
constitute an economical waste program and is consistent with the
City's Source Reduction and Recycling Element; and
WWRREAS, CITY desires to assist CONTRACTOR in setting up
the Program, utilizing a site.owned by CITY to stockpile.broken
asphaltic concrete and broken Portland Cement concrete (both
hereafter "rubble") and periodically crush, size and sell or use
such recyclablerubble as products, utilizing its'own equipment, as
set forth herein; and
NOW, T~Rw~ORE, incorporating the foregoing recitals
herein, CITY and CONTRACTOR mutually agree as follows:
1. SCOPE OF pROGRAM. CONTRACTOR shall set up the
Program,.utilizing a site owned by CITY and described in Exhibit A
hereto (the "Premises"), to accept and stockpile asphaltic concrete
r~bble and Portland Cement concrete rubble, periodically crush,
size and recycle such rubble into products, and sell such.products
to the general public or use suCh products itself. CONTRACTOR
shall have the complete and entire responsibility for daily
operation of the Program On the Premises throughout the term of
this Agreement, with specific requirements itemized in paragraph 2
hereafter.
2. coNTRAcTOR'S OBLIGATIONS. CONTRACTOR shall also:
A. Jointly administer and promote the Program withthe
CITY.
B. Provide enough personnel, including necessary
· supervision and administrative support, to
efficiently operate an inert recycling facility,
the actual n,~mher of personnel and hours and days
of operations dependent upon volume of rubble
accepted for recycling at the premises.
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C. Purchase and maintain all equipment necessary to
operate the facility.
D. Accept asphaltic concrete rubble and Portland
Cement concrete rubble, stockpile such rubble 'and
periodically crush, size and sell recycled products
from such rubble on the Premises or use such
products in the course of. CONTRACTOR's own
business.
E. Provide:
(1) A six-foot perimeter fence around the portion
of the Pr~mises on whichCONTRACTOR stockpiles
and processes materials.
(2) Electrical power sufficient for all
Operations.
(3) Scales when operations warrant.
(4) Proper air pollution permits . for site
operations..
(5) Beginning with the seventh .month of the term
and semiannually thereafter, a contribution to
the CITY's cost of road maintenance
proportionate to CONTRACTOR's use of the
nondedicatedporti0n of the CITY's access road
to the Premises over the preceding six months
but not exceeding the'aggregate amount of road
maintenance surcharges collected in the
previous six months by CONTRACTOR for such
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purpose as set forth in paragraph 5 hereafter.
F. Provide adequate accounting, documentation, .and
rec~rding of waste diversion.quantities, including
material types, origination of material (i.e.~'
whether from within or without the CITY's limits),
and type of recycled 'products sold or used 'by
CONTRACTOR. CONTRACTOR shall provide a formal
report to the CITY itemizing such information on a
semi-annual basis.
CITY'S OB?ff~ATIONS.. CITY shall=
A. Jointly administer and promote the Program with
CONTRACTOR, including development and distribution
at CITY's expense'of flYers' newspaper adVertise-
ments, and "free,, television coverage.
B.Assist in identifying markets for products.
C. Obtain proper land use permits to operate an inert
recycling facility on the Premises.
D. Provide CONTRACTOR with exclusive use and
possession of the Premises for operating the
Program and additional contiguous acreage, if
activity warrants.
E.Assist in documenting diversion quantities.
F.Provide a water supply sUfficientforthe operation
G. Make all required reports concerningthe Program to
the California Integrated Waste Management Board
4.
and other governmental agencies.
H. Obtain all governmental permits required for the
operation of the facility on the Premises, other
than air pollution control permits.
I. Maintain as ~equired the nondedicated portion of
the access road to the Premises.
4. MATER/AT~ NOT TO BE LANDFIT~.~. Recyclable rubble
received by CONTRACTOR under the Program and any products 'created
from these, materials shall not be disposed of in any landfill in
the County of Kern or elsewhere. CITY acknowledges that some non-
hazardous waste'will be accepted unavoidably with recyclablerubble
received by CONTRACTOR under the Program and CITY agrees that
CONTRACTOR may dispose of such non-hazardouswaste in landfills
located in Kern County orelsewhere as long as such non-hazardous
waste is otherwise acceptable at such landfills. CONTRACTOR shall
stockpile on the Premises any wood products received by CONTRACTOR
which CITY will. remove to its'wood recycling facility.
· 5. TIPPING (DUMP) FEES. CONTRACTOR will. charge tipping
(dump) fees at the gate to those who deposit rubble at the
Premises. Initial fees shall be as attached in R~h~bit B hereto2
Any .in~reases in'such fees mUst be approved in writing by CITY.
CITY shall not unreasonably withhold or delay its consent thereto.
CONTRACTOR shall add to such fees a surcharge not exceeding 10%
thereof whichCONTRACTOR shall accumulate and use to fund its share
of road maintenance expense.as Provided in paragraph 2(E)(5) above.
CONTRACTOR shall not charge a fee to CITY for rubble that CITY's
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own work. forces deposit at the site, howeVer CONTRACTOR will charge
tipping (dump) fees to City's' contractors and subcontractors
engaged in City public works projects.
6. OPTION TO PIIR~E RECy¢?.~ Ra~. 'CITY shall have the
option during the term of this Agreement to purchase Class II base
recycled at the .Premises, when available, at $4.75 per ton FOB
Premises. Beginning on January 1, 1995 and on January 1 of each
year of the term thereafter, such price shall be adjusted in
proportion.to the percentage increase or decrease of the'"Sand,
Gravel, Crushed Stone Index,".as determined by the U.S. Department
of Commerce and published in the Quarterly Report of cOnstruction
Review, fOr December two years preceding ~the new year as compared
to the base index of December, 1992 (= 131.1). For example,
beginning January 1, 1995, the above price will be increased or
decreased in prOportion t° the percentage increase or decrease of
the Sand, Gravel, Crushed, Stone' Index for December 1993 as
compared to such index for December 1992.
7. COMPENSATION. CONTRACTOR shal~ not be paid for services
performed under this Agreement. Ail 'proceeds generated from 'the
sale of products from recyclable material and tipping (dump) fees
charged at the. gate shall be CONTRACTOR,s property. The right of
CONTRACTOR to keep such sales proceeds and fees as set forth in
this paragraph shall be the total compensation for the services
provided by.C~NTRACTOR hereunder, including all out-of-pocket costs
incurred. CITY shall pay no fee to dispose of recyclable rubble at
the Premises generated by CITY's own' work forces unless otherwise'
agreed to in writing by CITY.
8. WA/VER OF DEFAULT. The failure of any party to enforce
against the other any provision of this Agreement shall not
constitute awaiver of that party'sright to enforce such provision
at a later time and shall not serve to vary the terms of this
Agreement. '
9. ATTORNEYS' FEES. In any action arising from or related
to the terms of this Agreement, the prevailing party shall be
entitled to recover its attorneys' fees and court costs and other
nonreimbursable litigation expenses, such as expert witness fees
and investigation expenses, whether or not such action proceeds to
judgment.
10. S~?mS TAX.. CONTRACTOR shall, at its sole cost and
expense, collect and remit all sales or' use taxes due the State of
CalifOrnia as the result of sales or use of recycled products by
CONTRACTOR.
11. LITIGATION. In the event, litigation is commenced
concerning this Agreement or the Program which involves a party, at
therequest of such party, the other party shall assist such party
in the litigation if such assistanceis reasonably required.
12. STANDARD OF PERFORMANCE.. Ail work 'shall be performed in
conformity with all legaI requirements and industry standards
observed by a competent contractor engaged in recycling in
California.
13. MRRGERANDMODIFICATION. This Agreement sets forth the
entire agreement between the parties and supersedes all other oral
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or written representations. This Agreement maybe modified only in
a writing .approved by the City Council and signed by both parties.
14. EA~LTBITS. In the event of a confliCt between.the terms,
conditions or operations set forth herein and'those in exhibits
attaChed hereto, the terms, conditions, or specifications set forth
herein shall prevail2 Ail exhibits to which reference is made in
this Agreement ar~ deemed'incorporated in this Agreement, whether
or not actually attached.
15. LEVEL I ENVIRO~~.AssES~.. Before commencement of
the term, the Parties shall jointly retain a qualified and
experienced engineer to conduct a Level I Environmental Assessment
of' the Premises, including but not limited to inspection, testing
and sampling for any hazardous substances in, on or under the
Premises and adjacent'Property. The Parties shall equally share
the expense of such assessment. If such assessment reveals 'the
presence of hazardous substances.on the Premises or on adjacent
property which might migrate onto otherwise 'affect the Premises or
CONTRACTOR'S operations on the Premises, CONTRACTOR may elect to
terminate this Agreement without any further obligation, to CITY.
16. TERM. The term of this Agreement shall commence Upon the
first day of the month following the completion of the Level I
EnvironmentalAssessment and issuance of the last permit needed for
commencement of Program operations on the' Premises and shall end'
three years thereafter unless terminated.sooner as provided
hereafter. Bpginning ninety (90) days before the end of the term,
the'parties shall meet and negotiate in good faith with respect to
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extending the term for an additional five years. CONTRACTOR may
terminate this Agreement at any time during the initial or extended
term upon sixty (60) days prior notice if CONTRACTOR fails to
operate the Program at a profit over the previous sixmOnths. CITY
may terminate this Agreement at any time during the initial or
extended term upon sixty (60) days prior notice if the source
reduction and recycling requirements of'the California Integrated
Solid Waste Management Act of 1989 are amended so as to make the
program of 90further benefit to CITY. .Upon termination of this
Agreement 'for any reason, CONTRACTOR shall have six months
thereafter to'remove stockpiled rubble and recycled products from
the Premises.
17. COMPT~ANCE WITH AT~. LAWS. CONTRACTOR shall, at
coNTRAcToR's sole cost, comply with all of the requirements of
Municipal, State; and Federal authorities now in force, or which
may hereafter be in force, pertaining to this Agreement, and shall
faithfully observe in all activities relating to or growing out of
this Agreement all Municipal ordinances, and State and Federal
statutes, rules or regulations now in force or which may hereafter
be in force.
18. INDEPENDENT CONTRACTOR. This 'Agreement calls for the
performance Of the services of CONTRACTOR as an independent
contractor, and CONTRACTOR will not be considered an employee of
the CITY for any purpose and is not entitled to any of the benefits
provided by CITY to its employees. This. Agreement shall not be
construed as forming a partnership or any other association with
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CONTRACTOR other than that of an independent contractor.
CONTRACTOR shall have no authoritY beyond that given in this
Agreement to act on behalf of CITY as an agent nor to bind CITY to
any obligation not expressly authorized herein.
19. INSURANCE. In addition toanY other form of insurance or
bond·required under .the terms of this Agreement, the CONTRACTOR
shall procure and maintain for the duration of this Agreement the
following types and limits of insurance, otherwise referred to as
"basic insurance requirements";
A.' Automobile liability insurance, providing coverage
on an occurrence basis for bodily injury, including
death, of one or more persons, property damage and
personal injury, with limits of not less than one
million ($1,000,000) per occurrence; and
B. Broad form commercial general liability insurance,
providing coverage on an occurrence basis for
bodily injury, including ~death, of one or more
persons, property damage and personal injury, with
limits of not less than one million ($1,000,000)
per occurrence;·and
C. Workers' ·compensation insurance with statutory
limits and employer's liability insurance with
limits of not less than one million ($1,000,000)
per accident.
Insurance is to be placed with insurers with a Bests' rating of no
less than A:VII. This requirement may be waived at the CITY's sole
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discretion. All policies required of the CONTRACTOR hereunder
shall, be primary insurance as respects the CITY, its mayor,
council, officers, agents, employees and volunteers and any
insurance or self-insurance maintained by' the CITY, its mayor,
council, officers, agents', employees and volunteersshall be excess
of the CONTRACTOR's insurance and shall not'ContribUte with it.
The.automobile liability policy shall provide coverage for owned,
nonwownedand hired autos. The liability policies shall c0ntainan
additional insured endorsement in favor of the CITY, its mayor,
council, officers, agents, employees and volunteers. The workers'
compensation 9olicy shall contain a waiver of subrogation
endorsement in favor of the CITY, its mayor, council, officers,
agents, employees and volunteers. Ail Policies shall.contain the
following endorsement: An endorsement providing the CITY with
thirty (30) days written notice of cancellation or material change
in policy language or terms. Ail policies shall provide that there
shall be continuing liability thereon, notwithstanding any recovery
on any policy. The insurance required under this Agreement shall
be maintained at all times during the term of this Agreement. The
CONTRACTOR shall furnish the City Risk Manager with a certificate
of insurance evidencing the insurance required under this
Agreement. The CONTRACTOR shall be responsible for any deductibles
or self-insured retentions under all required insurance policies.
Insurance in lessor amounts, or lack of certain types of insurance
otherwise required by this Agreement. of CONTRACTOR, must be
declared to and approved in writing by the CITY. However, unless
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otherwise approved bythe CITY, if a~y part of the work u~der this
Agreement is subcontracted, the "basic insurance requirements, set
forth hereinabove shall be provided by or on behalf of all
subcontractors even if the CITY has aPProved lesser 'insurance
requirements for CONTRACTOR. CONTRACTOR shall be responsible for
determining andguaranteeing all subcontractors are insured as set
forth in this paragraph.
20. JOINT ?.TMITATION ON ~ABILITI~ AND INDEMNIFICATIO~·
A. Neither party shall be liable to the other party for
any loss, damage,' liability, claim or cause of action for damage to
or destruction of property or for injury to or death of persons
arising solely from any act or omission of the other party's
officers, agents and employees.
B. CITY and CONTRACTOR agree to indemnify and hold each
other harmless from any and all claims, demands, liabilities,
losses.or causes of action which arise by virtue of its own acts or
omissions (either directly'or throUgh or by its agents, officers,
or employees) to such extent .and in such part as the respective
parties are found by reason of law to have proximately caused the
injury or damage. Without limiting the foregoing, CITY shall
indemnify and hold CONTRACTOR harmless from any and all claims,
demands, costs, judgments and liability arising out of or connected
to, directly or indirectly, the CITY's maintenance and ownership of
the nondedicated portion of the access road to the Premises.
Additionally, CITY shall indemnify, defend, and hold 'harmless
CONTRACTOR, its parent, and their respective officers, directors,
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employees, agents, representative andindependent contractors from
all claims, demands, damages and liability for any proceedings,'
suits, demands, claims, costs or liabilities arising under
CERCLA/SARA, California Hazardous Substances Account Act, or any
other federal, state or local law, ordinance or regulations
pertaining to hazardous or toxic substances or any other claims,
costs, proceedings, suits, demands or liabilities resulting from or
attributable to the presence, use,. disposal, storage, generation,
transportation, treatment, .release or threatened release of
hazardous substances or .toxic wastes arising from hazardous or
toxic substances not intrOduced or importedonto the Premises by
CONTRACTOR.
C. The party against whom any claim arising from any
subject matter of this Agreement 'is filed shall give prompt notice
of the filing, of the claim to the other party.
21. EXECUTION. This Agreement is effective upon execution.
It is the product of negotiation and therefore shall not be
construed against any party.
22. NOTICES. Ail notices relative to this Agreement shall be
given in writing and shall be sent by certified or registered mail
and be effective three days' after deposit in the United States
mail, postage prepaid. The notices shall be addressed as follows,
or at any other address designated by notice:
CITY: CITY OF BAKERSFIELD
CITY HAT.T,
1501 Truxtun Avenue
Bakersfield, CA 93301
CONTRACTOR: GRANITE CONSTRUCTION COMPANY
13
P.O.' Box 5127
Bakersfield, CA 93388
23. FORUM.' Any lawsuit pertaining to any matter arising
under, or growing out of, this Agreement shall be instituted in
Kern County, California.
24. ~. This Agreement shall not be assigned by any
party, or any party substituted, without prior written consent of
all the parties.
25. BINDING EFFECT. The rights and obligations of this
Agreement shall inure to the benefit of, and be binding upon, the
parties to the. Agreement 'and. their heirs, administrators,
executors, personal representatives, successors and assigns.
26. TITLE TO'~~. Ail documents, plans, and drawings,
maps, photographs, and other papers, or copies thereof prepared by
CONTRACTOR pursuant to the terms of this Agreement, shall, upon
preparation, become the property of the CITY.
27. CORPORATE AUTHORITY. Each individual executing .this
Agreement represents and warrants that they are duly authorized to
execute and deliver this Agreement on behalf of the corporation or
organization named herein and that this Agreement is binding upon
said corporation or organization in accordance with its terms.
CONTRACTOR's Federal Tax ID N~mher: 94-0519552.
CONTRACTOR is a corporation? Yes X No
IN WITNESS ~OF, the parties hereto have caused this
Agreement to be executed,, the day'and year first hereinabove
written.
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"CITY"
CITY OF BAKEP~FIEID
" Bob Price
" Mayor
APPROVED AS TO CONTENT:
WATER & SANITATION DEPAR/~ENT
By:
APPROVED AS TO FORM:
LAWRENCE M. LUNARDINI ..
'City Attorney
By:
Laura C. Marino
Assistant City Attorney
COUNTERSIGNED:
By:
Gregory J..Klimko
Finance Director
"CONTRACTOR"
GRANITE CONSTRUCTION COMPANY
By:
Title
GR5\a: recyc[e, agr
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LEGAL DESCRIPTION OF PREN!.s_~S
The South 660 feet of the West 6.60 feet of
Section 10, T.30S., R.28E., M.D.B.&M.
EXHIBIT A
CITY OF BAKERSFIELD
PROJECTED WASTE DIVERSION OF EXISTING
AND
PROPOSED PROGRAMS
PROGRAM TONS/YR %AGE
Green Waste Diversion (compost) 29,000 10%
Wood Waste Diversion (cogeneration fuel)* 29,000 10%
Inert Recycling (Granite Construction)** 35,000 12%
Private Sector Recycling (buyback centers) 15,000 5%
Dropoff Center Recycling (nonprofit centers) 6,000 2%
PROJECTED DIVERSION 114,000 39%
* cogeneration fuel counts up to an additional 10% if 25%
diversion goal is achieved for 1995.
** proposed program estimates
SURVEY OF CITIES REGARDING
COMMERCIAL VEHICLES IN RESIDENTIAL AREAS
BAKERSFIELD Prohibits commercial vehicles that exceed 12,000 lbs. (GVWR) except
for recreation vehicles. Those associated with a home occupation
permit are limited to 1 ton and must be parked in a garage or screened
from view from the street.
San Bernadino Prohibits commercial vehiCles that are 8 feet in height and/or 20 feet in
combined total length between 6 PM - 6 AM on private property or
public right-of-way unless screened from view subject to approval by
the Planning Director.
San Luis Obispo Prohibits commercial vehicles in excess of 5 tons from travelling or
parking on all streets other than designated truck routes.
Fresno Prohibits from parking in a residential district (on or off street):
- Trucks of 1 1/2 ton or more
- Trucks of 1 1/4 ton or more with a trailer
- Busses
Visalia Prohibits commercial vehicles having an unladen (cargo capacity) in
excess of 5,000 pounds.
Glendale Prohibits commercial vehicles that exceed 8 feet in height and 8 feet in
width and 20 feet in length (they found this was much easier to enforce
rather than use the GVWR).
Stockton Prohibits commercial vehicles with a gross load capacity greater than 1
ton. (they specifically prohibit tow trucks, ambulances,' mini-busses and
similar vehicles).
Modesto Prohibits commercial vehicles,, truck tractor or truck trailer having one or
more of the following characteristics:
- Vehicle exceeds max. gross weight of 6,000 lbs.
- Vehicle is rated as 1 1/2 ton or greater capacity.
- Vehicle extends 9 feet or more to the rear of the driving
compartment.
Walnut Creek Prohibits commercial vehicles in excess of 10,000 lbs. or more (GVWR).
Merced Prohibits commercial vehicles in excess of 10,000 lbs. or more (GVWR).
Sacramento No specific ordinance -- they use prohibit commercial vehicles over
10,000 GVVVR based on state vehicle code.
NOTE: In all of those cities surveyed above, the prohibitions, exempt those vehicles that are
conducting essential services (ie. utility trucks, contractors, etc.) or pickups and deliveries of
goods..In no instance did any of these cities have exemptions for tow trucks, ambulances, or
anyone that is on 24-hour call. Most of the complaints these cities have received were
regarding tow trucks and small panel trucks. Although they had also received complaints
regarding the big 'rigs, complaints were few as they felt that the owners of these larger trucks
probably knew they could not park on residential streets or in residential areas.
SURVEY OF BUSINESS THAT USE TRUCKS
Staff contacted several business that employ the use of trucks (ie. tow trucks, bakeries,
contractors, oil well services, etc.) since there did not seem to be any one main organization
to contact. Most of the business indicated that employees do not take the trucks home
except under special circumstances. They stated that because of complaints by
homeowners and the fact that some new areas prohibit trucks in their CC&R's, most of their
trucks are parked at the business,or they make arrangements to store their, trucks in a secure
parking yard. Some also mentioned increased insurance liability of their trucks not being at
the business site after hours. Both the City and the utility companies contacted make it their
policy not to allow their large trucks to be parked at the employee's residence.
Regarding tow trucks, not all operators indicated they parked at their residence even if they
provided 24-hr service. They also acknowledged that some neighbors complain about their
trucks, even. more so if the horn blows when the phone rings. Therefore, they try to limit the
amount of times a truck is parked in.a residential area.
Private truck operators (Matco Tools, etc.) that have their own routes are already restricted in
the city under the home occupation regulations. Since a private operator is operating the
business out of their home, they would be required to have a business license and a home
oCcupation permit. Under the HOP, the vehicle cannot exceed 1 ton and it must be parked
in a garage or concealed from view from the street.
BAKERSFIELD
PUBLIC WORKS DEPARTMENT
MEMORANDUM
TO: ALAN TANDY, CITY MANAGER
FROM: ED W. SCHULZ, PUBLIC WORKS DIRECTOR~X~ ,
DATE: OCTOBER 11, 1993
SUBJECT: PILOT PROGRAM TO ASSESS "SPEED BUMP" USE IN THE CITY
The Traffic Engineer has prepared a draft poli~y
guideline on the implementation of pavement undulations (speed
bumps or humps) in the City. The draft has been reviewed by the
Traffic Committee with suggestions to be considered. Comments
from the City Council committee are also desired.
As a first step toward a completed policy, I propose a
test period of the use of pavement undulations at a limited
number of sites. The time frame would be for a one year period.
During that time, the Traffic Engineer would perform traffic
studies on its effectiveness and public acceptance. The test
sites could be located in each council ward, one per ward, and
based on a list of potential sites identified by the Traffic
Engineer and the Councilmembers. A brief list of possible street
segments from the Traffic Engineer is attached.
Based on information from other valley cities, the cost
to install a pavement undulation is estimated to be about $2500
per site. This includes signs and pavement markings. I propose
that these test sites be paid from existing funds while future
sites would be all or partially funded by the neighborhood
residents requesting a "speed bump" as indicated in the draft
policy paper.
TO: E. W. SCHULZ, PUBLIC WORKS DIRECTOR
FROM: STEPHEN L. WALKER, TRAFFIC ENGINEER ~/
DATE: AUGUST. 18, 1993·
iVU W
SUBJECT: List of Potential Speed Bump (Pavement Undulation)
Locations
As requested, the following are locations where we have receiveO
complaints about speeding that may be potential ~ites for the
testing of pavement undu±ations. The listing is not a
recommendation but-a simple list o'f 'streets where we have
received multiple complaints about speeding. This also does not
include major streets where speed bumps are inappropriate.
Ward 1 -.Oleander, between California and Brundage
South Chester frontage roads, north of Ming
Potomac along Owens School
Ward 2 - Jewett between 38th and 40th
30th Street west of F Street.
Beech, north of 24th Street
Park Street east of Oak
Sunset east of Oak
Ward 3 - Flintridge, north of College
Ward 4 - Toluca, between Renfro and 3enkins
Ward 5 - Elm, north of 24th Street
Kleinpell, east of Rio Bravo Drive
Yorba Linda, South of Sundale.
Ward 6 - Oro Vista, between Real and Akers Dovewood, north of Whi'te Lane
Ward 7 - Agate, between Wilson and ~lanz
Claire, north of Fairview
Sandra, between Planz and White
cc: ?red Kl,_-,eppe~,, ~%sistant Public~ ~,-~r?q Di?ect~:,~-~
Public Wo~'ks ~'~e~o file
Traffic File -~'ave~er~t Ur~duiati~r~s fi~e
siw: File: BU)4PLiSL~E~
AUG 1993
BAKERSFIELD
PUBU¢ WORKS DEPARTMENT
MEMORANDUM
AUGUST 6, 1993
TO: ED SCHULZ, TRAFFIC AUTHORITY
FROM: SCOTT MANZER, RISK MANAGER~
SUBJECT: PAVEMENT UNDULATIONS
The Traffic Committee met on Thursday August 5, 1993. Present were
Traffic Lieutenant Cleo Blackburn, Assistant City Attorney Robert
Sherfy, Traffic Engineer Steve Walker, and myself. I have attached
an agenda from the Committee meeting for your review.
The major emphasis of the meeting, and the purpose of this
memorandum, pertains to the discussion on the use of Pavement
Undulations.
Steve Walker presented a draft document entitled "Policy For The
Use And Construction Of Pavement Undulations". With minor
modifications, the Committee is in agreement with the Draft.
One modification recommended pertains to Section (3)(b) regarding
traffic volume criteria. It may be more effective to address a
maximum traffic volume instead of (or in addition to) a minimum
traffic volume. A proposal recommended by the Institute of
Transportation Engineers .uses a maximum traffic volume for its
criteria.
Another modification recommended pertains to the final sentence
under Location Evaluation - "If requirements 2 and 3' are met,
undulations will be considered warranted, and the City will proceed
to design the installation". What if a numerous amount of streets
meet the criteria? Does this not obligate the City for action
without recourse?
Finally, financing for the installation and maintenance of Pavement
Undulations is a difficult part of this (or any) policy. Should
residents in low income areas be expected to pay for the entire
installation and maintenance? These issues need to be addressed -
perhaps by Council.
CONCLUSION
The Committee recommends that a City-financed Pilot Program be·
initiated with a trial period of not less than 1 year. A pilot
program would be a first step in the implementation process and
would be a valuable step in evaluating the effectiveness of such a
program. Prior to initiating a Pilot Program, a Workshop to the
Council might be an effective method of mitigating any potential
concerns or questions.
Please advise.
cc: Henry Ross
Traffic Committee Members
BAKERSFIELD
MEMORANDUM
TRAFFIC COMMITTEE
August 5, 1993
AGENDA
1. Stop Signs During Power Outages
2. Traffic and Transportation Questionnaire
3. Street Widths and Cul-de-sac Turning Radii
4. Pavement Undulations
5. Traffic Engineering Report
6. Other Issues
7. Next Meeting Date
DRAFT
POLICY FOR THE USE AND CONSTRUCTION'
OF PAVEMENT UNDULATIONS
DEFINITION
For the purposes of this policy., "street section" shall mean a comDiete section of road between
two speed-limiting objects with no other speed.limiting objects b~tween. A "speed-limiting.
object" would be a stop sign, traffic signal, cul-deisac, sharp comer, street intersection, street
termination, or other permanent device (other than Pavement undulations) that would require
a driver to slow or stop.
INITIAIJZATION PROCEDURE
1. All requests for pavement undulations shall be initiated by the public. Residents along
the subject street section may desi~mate a representative to obtain program information
and a blank I~etition reauest/ng pavement undulations fi-om the City Enginee,,ing
Division. Trie petition ~:eaues(mg pavement undulations with signaiures rer~resentmg
75% of all home owners/tinants along the subject street section and a nonfefundable
feasibility study fee must be filed with the Director of Public Works prior to any action
being taken bv the City other than a cursory examination of the location limite~i to item 2
below. Once ire petition and study fee ha~;e been filed,, the City will complete the
evaluation of the subject street section.
LOCATION EVALUATION
2. The *ubject street section must conform to the following criteria:
a. Streets shall be a max/mum of 1 travel, lane in each direction with no more than
40' between curbs except that each lane may have a max/mum of 20' between
curbs ff separated by a median island.
b. The street section must be a m/n/mum of 500' in length.
c. Streets must be posted at 30 m.p.h. Or less.
d. The street section must be 75% developed residentially. S~hools and parks
qualify as residential for this purpose.
3. If all criteria in item 2 is met, the City will do volume and speed studies to determine if
the following criteria is met:
a. The 85th percentile speed must be at least 10 m.p.h, over the posted speed limit
or the 15th percentile speed must be over the posted speed limit.
b. There must be a minimum traffic volume of 800 cars per day along the £ubject
street.
If requirements 2 and 3 are met. undulations will be considered warranted, and the City will
Proceed to design the installation. ~
DESIGN
4. A pavement undulation shall be 3" high and 12' long and extend from lip of gutter to lip
of gutter~ If no gutter exists, the undulation shall be terminated at a suitable location to
provide adequate drainage. Each end of the undulation shall have a transition of 2'.
5. Undulations shall be located as follows:
a. at least 5' from any manhole; water valve, gas valve, or other street utility
apparatus
b. at least 10' fi.om any intersecting driveway
c. at least 25' fi.om any intersecting street or fire hydrant
d. at least 100' from the beginning or end of any curve of less than 1200' radius and
not in the curve itserf
e. at least 250' fi.om any Stop sign, yield sign, traffic'signal, or other traffic flow
control
f. at least 500' from any other undulation
g. in well-lighted areas and on property line extensions wherever poss~le
6. Each Undulation shall have an advance warning sign and pavement markings on both
approaches to the undulation and located between 75' and 100' fi'om the undulation.
7. Each undulation shall be striped with 12" wide stripes 6' apart painted parallel to the
street.
FINANCE AND CONSTRUCTION
8. The residents shall deposit with the City. Clerk 100% of the estimated, cost of
construction and adrnirtisrration prior to construction.
9. Undulations shall only be constructed fi.om May through September.
10. The City shall construct the installation within one year from the date the residents
portion of the funding has been deposited with the City. Clerk.
REMOVAL
11. Residents may have the pavement undulations removed at any time by filing a petition
for removal with signatures representing 75% of all home owners/tenants along the
subject street section with the Director of Public Works and depositing 100% of the
current undulation removal fee with the City Clerk.
2
A ProposedRecommendedPractice of the
Ir6 titu te of Transportation Engineers
Guidelines for the
Design and Application of
Speed Humps
Prepared by:
ITE Technical Council Speed Humps Task Force
R. Marshall Elizer, Chairperson
Director of the Public Works and Transportation Deparunent,
City of Modesto, Mode,sm, California.
March 1993.
Contents
Foreword 1 4.03 Traffic Control 11
4.04 Installation Angle 11
1.0 Introduction 3 4.05 Drainage and Utilities 11
4.06 R°adway Edge Treatments 11
1.01 Puqaose 4.07 Coordination with Street
1.02 Speed Humps vs. Speed Bumps 3 Geometry 14
1.03 Previous Research and Experience 4 4.08 Coordination with Traffic
1.04 Conclusions 5 Operations 14
1.05 Use of the Proposed Recommended 4.09 On-Street Parking 14
Practice 5 4.10 Street Lighting 14
4.11 Construction Materials 14
2.0 Guidelines for 4.12 Conswaction Procedures 14
Speed Humps Use 6
2.01 Engineering Study 6 5.0 Monitoring and
2.02 Street Classification and Use 6 Evaluation 15
2.03 Street Width and Number of Lanes 6 5.01 On-Site Observation 15
2.04 Street Grades 6 5.02 Speed Studies 15
2.05 Horizontal and Vertical Alignment 6
5.03 Volume Studies' 15
2.06 Sight Distance 6 5.04 Stop sign Obedience 15
2.07 Traffic SpeedS. 6 5.05 Travel Time Studies 15
.2.08 Traffic Volumes 6 5.06 Accident Analysis 15
2,09 Traffic Safety 6 5.07 Resident and Driver Surveys 15
2.10 Vehicle Mix 6 5.08 Noise Analysis 15
2.11 Emergency Vehicle Access 7 5.09 Vibration Analysis 15
2.12 Transit Routes 7 5.10 Pedestrian, Bicycle and
2.13 Citizen Support 7
Social Activity 15
5.11 User Cost Analysis 15
3.0 Community Relations and 5.12 Vehicle Emission Analysis 16
Administrative Procedures 8
3.01 Supporting Ordinances and 6.0 Other Considerations 17
Regulations 8 6.01 Liability Concerns 17
3.02 Speed Hump Request Procedures 8 6.02 Vehicle and Cargo Damage 17
3.03 Staff Evaluation 8 6.03 Coordination with Pedestrian
3.04 Coordination Procedures 8 Crossings 17
3.05 Removal Procedures 8 6.04 Aesthetic Considerations 17
3.06 Cost 8 6.05 Incorporation in New Street
Design 17
4.0 Design and Construction 6.06 Enforcement NeedS 17
Considerations 9 6.07 Maintenance Issues 17
4.01 Dimensions and Cross-Sections 9
4.02 Spacing and Location 9 7.0 Source Materials 18
Foreword
Until the 1970s the effects of motor Residential traffic problems can obvi- problem lies with the traffic generated
vehicle traffic on the quality of urban resi- ously take a variety of forms. The follow- by area residents.
dential environments were largely neglect- lng categories of problems or issues are
ed as a serious wansportation problem. In those most often heard when dealing'with * Traffic Composition---Certain types of
the past decade, however, a number of con- neighborhood traffic concerns, vehicles can also be a prime muses of
verging forces have increasingly brought annoyance, especially tracks, buses and
these effects to the attention of both citi- · Traffic Safety--The occurrence of acci- motorcycles which create more noise,
zens and local transportation officials, dents, and more frequently the fear or ' fumes, and vibrations, and are perceived
Many local governments are finding them- expectation that accidents or near-acci- more haTardous than automobiles.
selves under intense pressure to reduce the dents might occur, is often a leading
speed and volume of traffic on neighbor- problem. Much citizen sensitivity to · Noise, Vibration and Air Pollution--
hood streets to address both real and per- traffic stems from a desire for safer These are aspects affecting the basic
ceived safety and q~mlity of life issues, streets. In some cases these streets serve quality of neighborhood life. While less
Increasing levels of automobile owner- as primary pedestrian mutes for school visible and quoted than the previous
ship, smaller household size, longer trip children, which tends to amplify these problems, these concerns are perceived
lengths, poorly designed residential street concerns, to be significant particularly if major
systems, and underdesigned arterial road- percentages of the traffic stream are
ways in urban areas are some of the factors · Traffic Speed--Excessive speed is a fie- mae_. up of larger and/or older vehicles,
contributing to continued traffic growth quent resident complaint. In some cases, ff street curvature or gradient is severe,
and vehicular intrusion in residential areas, the speed of the majority of vehicles is a or if the pavement has a rough surface.
At the same time, capital shortages, rising problem while in other cases it is only a
construction costs, and environmental con- few "fast" drivers. The negative reaction * Reduction of Street Activities and
celns often limit the future expansion of the to speed is often a translation of concern Social Activities---When traffic volume,
transportation facilities necessary to over safety and high noise 'levels. speed, and large vehicle proportion
address these problems and continually Vehicles driven at high speeds, even ff increase, the desire of residents to meet
increasing needs. In some cities, street sys- only occasionally, are seen as a threat by and converse on the street maybe
terns are incomplete or have been poorly thoughtless drivers to the peace, quiet, reduced. Similarly, the comfort level of
planned, resulting in'local residential safety and quality of life within the parents to allow children to play in front
slreets being the'only facilities available to neighborhood, yards and on sidewalks is reduced.
serve collector and waffic movement ftmc- Other physical activities such as walk-
tions. As a result, congestion on freeways · Traffic Volumes--The total amount of ing and jogging are also potentially
and arterial streets is increasing in many traffic is another frequent cause of resi- affected.
urban and suburban areas and more traffic dential complaints. As with speed, corn-
is diverting to. local residential streets to plaints about excessive traffic volumes · Impacts on Land Use--The presence of
bypass congestion. Whatever the reason~ are often a reflection that speed and excessive traffic can discourage resign-
increased traffic volumes and speeds along safety issues also exist, tial land uses and might lead to
local residential streets often prompt citizen increased resident turnover and neigh-
concern and protest, even where traffic vol-· Traffic Source--In most cases, borhoed instability, although this is not
umes are within accepted residential street "through" traffic is the source of resi- always the case. There is also some evi-
criteria, dent complaints althou~ quite often the dence that streets with greater auto ac-
Guidelines for'the Design and Application of Speed'Humps--A Proposed Recommended Practice 1
. cessibility may be more susceptible to courteous drivers, guide~ for the design and application of
residential crime, although emergency Traffic management strategies to speed humps, a roadway geometric design
response is typically enhanced, address residential traffic concerns can gen- featm-e intended to physically reduce vehi-
erally be assigned to four basic categories:cie speeds. Other types of geomeuic design
· Appearance, Identity, and features that are not addressed in this docu-
Maintenance--Excessive traffic can 1. Establishing (or revising) and enforcingmerit, but could be considered in a resi-
detract fi-om the more positive features general laws and ordinances pertaining dential traffic management program, are
of a neighborhood, thereby affecting the to speed limits, intersection control and raised intersections, rumble strips, pave-
neighborhood identity and cohesion parking regulations. This strategy merit width reductions, traffic circles,
which might reduce some residents' should generally be the first used to medians, diverters, forced-mm channeliza-
incentive to maintain their prolx~ties, attempt to address evolving neighbor- [ion, and cul-de-sacs. These features are
hood concerns, designed to attract special attention, reduce
While proper transportation planning, vehicle speeds, and/or physically restrict.or
subdivision layout and residential street 2. Educating residents to better understandprevent vehicle movement along a roadway
design are the most effective methods of the causes of traffic problems, potential or within a neighborhood. On existing resi-
avoiding residential traffic problems, thesesolutions to those problems and the dential streets, these geomeuic design lea-
goals are not always achievable. Where advantages/disadvantages of implement- tut'es should generally be installed only
problems exist, traffic management pro- ing these solutions. This suategy should after less restrictive actions have been con-
gran~ have been successfully demonstrated be pursued any time neighborhood con- sidered, and in no event should their use be
as effective strategies for addressing resi-ceres are being addressed, intended to allow or encourage the use of
dential safety and quality of life issues, public streets as playgrounds.
They remain, however, a challenging task 3. Installing traffic control devices that The Institute of Transportation
from engineering, political and institutional provide specific regulatory, warning, or Engineers has recognized the need for pro-
standpoints. Certain techniques and strate- guide messages to motorists. These viding transportation professionals and
gies appropriate and successful in one par- should be used judiciously and in con- Community leaders with strategies and
ticular neighborhood might not be appro- formance with the Manual on Uniform techniques for creating compatible relation-
priate in a different setting. In many cases, Traffic ControlDevices.. ships between residential neighborhoods
a successful neighborhood traffic manage- and streets. In an attempt to address that
merit program is dependent more on public 4. Installing geometric design feaun'es that need 'the Institute has developed
participation and consensus building than manage the physical movement of vehi- Residential Street Design and Traffic
on the partioalar traffic control techniquescles or pedestrians within the roadway Control, a book that fully crk~mses the his-
used. While neighborhood sueets are typi- or within a neighborhood. These should tory and muses of residential traffic prob-
cally public property and thus belong to be used as a remedial technique only lems. It provides information that will
everyone, most residents believe in an when the above methods have proved hopefully assist the transporta[ion profes-
"ownership" of their streets and therefore ineffective, sional in understanding and finding solu-
mice vocal exception to "outside" and dis- This recommended practice provides tions to those problems.
2 Institute of Transportation Engineers
1.0 Introduction
.1.01 Purpose
The purpose of this recommended prac-
tice is to provide guidelines for the design
and application of speed humps, a geomet-
ric design technique to control vehicular
traffic speeds along a roadway. They con-
sist of raised pavement constructed or
S~)EE13 SPEED HUMP
placed in, on, and across or partly acwss a
roadway. For the purposes of this recom- Figure 1.1
mended practice, speed humps are defined
as a roadway geometric design feature cles. Within typical residential speed before speed hump installation al~ their iai-
whose primary purpose is to reduce the ranges, humps create a gende vehicle rock- t. ial construction and continuing mamte-
speed of vehicles traveling along that road- lng motion that causes some driver discom- nance costs, the potential negative impact
way. While there might be certain side fort and results in most vehicles flowing to on emergency and service vehicles,
effects to speed hump installations such as 15 miles per hour or less at each hump and increases in vehicle noise, the imposition of
traffic diversion, that is not their primary 25 tO 30 mph between properly spaced inconvenient access to some pans of the
intended purpose, humps in a system. At high speeds the neighborhood, and, to some, their un-
hump can act as a "bump" and jolt the sightliness. They are also static and there-
1.02 Speed Humps Vs. Speed vehicle's suspension and its occupants or fore must be approtmate for use at all hours
Bumps cargo. A bump, on the other hand, causes of the day and night. In addition, it is
significant driver discomfort at typical tesi- mandatory that they be supported with
A speed "hump" is a raised area in the dential speeds and generally results in vehi- some combination of traffic control devices
roadway pavement surface extending wans- cles slowing to 5 mph or less at the bump. such as signs and/or pavement markings to
versely across the travel way (see Figure At high speeds bumps tend to have less warn motorists of their presence and indi-
1.1). Sometimes called pavement undula- overall vehiCle impact because the snspen- cate the expected and appropriate behavior.
tions or "sleeping policemen," speed sion quickly absorbs the impact before the Where designed and installed with prop,
humps normally have a maximum height of vehicle body can react. In general, bicycles, er planning and engineering review, speed
three to four inches with a travel length of motorcycles and other vehicles with rigid humps have generally been found to be
approximately twelve feet. or near-rigid suspensions are more suscep- effective at reducing vehicle speeds with-
A speed "bump" is also a raised pave- tible to damage and loss of controi from out increasing accident rates. In fact. some
meat area across a roadway and generally "humps" or "bumps" than vehicles with studies inclicate that spccd hump installa-
bas a height of three to six inches with a flexible suspensions. However, speed, tions have actually reduced accident rotes
length of one to 'three feet (see Figure 1.1). humps represent a lesser risk to those vehi- on residential streets. Additionally, there is
Speed bumps are typically found on private cles than do speed bumps, no evidence in the source materials
roadways and park/ag lots and do not tend Speed humps have the advantage of reviewed for this report indicating that
to exhibit consistent design parameters being largely self-enforcing and of creating properly designed and installed speed
from one installation to another. From an a visual impression, real or imagined, that a humps have caused or contributed to acci-
operational standpoint, humps and bumps street is not intended for speeding or dents or increased accident mtes.
have critically different impacts on vehi- "through" mat'tic. Some items to consider Within the United States, speed bumps
Guidelines for the Design and Application of Speed Humps--A Proposed Recommended Practice 3
of varying design haVe been routinely · Traffic speeds are decreased at the · Large trucks, buses, and emergency
installed on private wadways and parking humps and at locations between proper- vehicles must pass over humps at reh-
lots without the'benefit of proper engineer- ly spaced successive humps. Speeds of tively low speeds cs- significant jolts to
lng study regarding their design and place- the fastest drivers are affected as well as the vehicle, discomfort or injury to
ment. Speed humps, on the other hand, those of "average" drivers. The speed occupants, and jostling of cargo will be
have evolved from 'extensive research and disuibution generally narrows with the experienced. Speed humps have been
testing and have been designed to achieve a greatest effect on higher vehicle speeds, used to deter trucks and larger vehicles
specific result on vehicle operations with- from using particular streets.
out imposing unreasonable or -naeceptable · A single hump will only act as a point
safety risks. The guidelines for speed speed control. To reduce speeds along · The majority of local street residents will
humps as presented in this document are an extended section of street a series of normally support speed hump installa-
primaffiy based upon those experiences, humps is usually needecL tions and endorse their continued use.
1.03 Previous Research and · Speed humps will often divert traffic to It should be noted that some speed
Experience other sueets, especially in those sima- hump installations in the United States and
tions where a significant mount of traf- other coun~es have been unsuccessful and
Speed humps originally were developed fic is using the street as a shortcut, ultimately modified or removed. Factors
in the early 1970s by the Transport and detour, or overflow from a congested resulting in their removal have included the
Road Research Laboratory (TRILL) in collector or arterial roadway. Volume following:
Great Britain. TRRL first tested along a test reductions also are affected by the hum-
track various hump sizes and shapes on her and spacing of humps and the avail- · Residents' dissatisfaction over the "gen-
several vehicle types operating over arange' ability of alternative routes, tie" hump design (as opposed to the
of speeds. From this work the '"IRR.L' par- more drastic bump) and its perceived
abolic profile hump was. develOped. Since · Speed and volume modifications caused inability to dramatically slow vehicles
then speed humps have been extensively by humps tend to remain constant over or reduce traffic volumes to a desired
tested and used in Europe as well as time. level.
Australia and New Zealand. The U.S.
Federal Highway A~tmtion (FI-tWA) · Speed humps have not been found to · Local policy decisions to favor traffic
also performed "off-road" testing of the pose a traffic safety ha?ard When prop- circulation needs over resident's quality
TRRL humps in St. LoUis in 1979 and erly designed and installed at appropri- of life concerns.
deemed them safe to proceed with public ate locations. In fact, accident experi-
street tests. In addition, an emerging num- ence generally remains stable or · Undesired traffic diversion to other resi-
ber of cities in the United States and decreases due to reduced speeds and dential streets.
Canada either use or have tested speed volume, thereby improving the inherent
humps since the early 1980s, and in safety of a particular street or residential *' Aesthetics of the humps and associated
November 1983 a Subcommittee of the area. signs and markings.
California Traffic Control Devices
Commiuee issued a final report which sup- · Where humps are successful at reducing · Increased noise level at the hump
ported the prudent use of speed humps on speeds, there is probably little net caused by vehicle rocking and acceiera-
public streets, change in road noise or possibly even a tion/deceleration.
~Recent research in Australia has devel- reduction in noise levels. Traffic noise
oped an alternative design to the "TRRL" .will generally decrease with fewer vehi- · Impacts on snow plowing and other
profile humps developed in Great Britain. cles and lower speeds, but noise may street maintenance functions.
The so-called "flat-topped" road humps increase at the hump, particularly if sig,
tested by the Australian Road Research nificant numbers of trucks use the street. · Concerns with impacts to emergency
Board (ARRB) have yielded observations vehicle response.
and results similar to their English counter- ° Adequate signing and marking of each
parts. The flat top section is usually con- speed hump is essential to warn road- · Concerns with liability for personal
structed of brick paving with asphalt or way users of the hump's presence and injury and damage claims.
concrete ramps and has generally been guide their subsequent action.
found more aesthetically acceptable than · Lnarlequate funding for the initial and/or
non-brick treatments. This design tends to · The need to reduce speeds for speed continued maintenance costs of the
reduce the deformation' problems experi- humps tends to have a negative impact hump and its traffic control devices.
enced with asphalt humps but might on air quality and energy consumption
increase vehicle noise and maintenance assuming traffic volumes remain the Table 1 is a list of those jurisdictions
requirements, same. For comparison purposes, this identified in the source materials that are
Tlie results of speed hump research and impact is typically less than the effects known to have used or tested speed humps
testing can be summarized: of a stop sign installation, as residential traffic management devices. '
4 Institute of Transportation Engineers
cie impacts, these problems have not
United Sm~es and Canada occurred or have been found to be insignif-
icant when considmng fl~e positive aspects
Phoenix, Arizona Jefferson County, Colorado of humps.
Agoura Hills, California Washington, D.C.
Brea, California Hillsborough County, Florida Speed humps are not a cure-all for resi-
Canmrillo, California Orlando, Florida dential street traffic problems and should
Clammont, California Seminole County, Florida' be applied only where sound engineering
Corona, California Tampa, Florida judgment justifies their use. Other passive
Ceres, California Temple Terrace, Florida and active devices and techniques should
Modesto, California Titusville, Florida be considered and possibly tested to deter-
Palo Alto, California Fulton Ccunty, Georgia mine ff less resuictive forms of residential
Pasadena, California Wichita, Kansas u'affic management will address these con-
Placentia, California Rockville, Maryland ceres.
Sacramento, California Boston, Massachuseus Speed humps should not be considered
Sacramento County, California Deephaven~ Minnesota an option to good residential planning and
San Jose, California St. Louis, Missouri
San Leandro, California On--tn: Nebraska subdivision street design, nor should they
San Luis ObislX), California Columbus, Ohio be used to convert streets to playgrounds or
Santa Monica, California Toledo, Ohio otherwise enco~urage pedeslrian activity in
Santa ROsa, California Oklahoma City, OkLahoma public streets.
Simi Valley, California Arlington, Texas The lack of guidance and heavy reliance~
Thousand Oaks, California Dallas, Texas ' on individual judgment has led to hump-
Westlakc Village, California Bellevue, Washington. type installations that incorporated poor
Toronto, Ontario, Canada Seattle, Washington designs, improper roadway geometric coor-
Vancouver, British Columbia, Canada Appleton, Wisconsin dination, poor choice of construction mate-
Winnipeg, Canada rials or methods, and absence of needed
International signs and markings. The safety of speed
humps and their ability to perform their
Austrnlia Holland intended use is directly contingent upon
Belgium Israel their proper design and application. When
Can~L~ Japan it is determined that a residential traffic
F'mland NeW Zealand nmrmgcment problem exists and that speed
France Norway humps arc an appropriate technique to
Germany South Africa reduce or eliminate the problem, this ITE
Great Britain Sweden Recommended Practice will assist in estab-
lishing locally-adopted guidelines for the
Research Agencies design and application of those geometric
Austrnlian Road Research Board (ARRB) design feann-es.
Federal Highway Adminisu'ation (FHWA), US Department of Transportation 1.05 Use of the Proposed
Netherlands Study Center for Traffic Engineering
Transport and Road Research Laboratory (TRRL), Great Britain Recommended Practice
This 1TE Proposed Recommended Practice
Table 1 Partial Listing of Jurisdiction with Speed Humps Experience is to be used in conjunction with good engi-
· neering practice. These guidelines do not
The written materials reviewed in the designed speed hump or speed hump sys- constitute either final or complete design
preparation of this report are listed in the tern' installed using the proper engineering and evaluation criteria for speed humps,
"Source MateriaLs" section at the end of the analysis and judgment, can be a useful geo- speed hump systems, or' residential traffic
report. This list also includes some docu- metric roadway design feature to manage management conrail programs. Local con-
merits tha_t_ were not be obtained for review traffic speeds on roadways intended to ditions must be evaluated for all speed
by the Task Force, but might be of interest serve as local residential streets. Speed hump insraila6ous. In adt~!tiou, specific tar-
or assistance to those interested in speed humps have been found, in general, to rain, weather, traffic, or land use character-
humps or related design feaua~, reduce traffic speed, volumes, and acci- istics may require local modification of
· dents depending on the site-specific cir- these guidelines. Other documents such as
1.04 Conclusions cumstances of the installation. In addition, the ITE Recommended Guidelines for
they discourage through traffic from using Subdivision Streets: A Recommended ·
As discussed above, extensive research a local street as an alternative route to Practice7 Residential Street Design and
and use throughout Great Britain, inconvenient or congested arterial and col- Traffic Control and other standard practice
Australia7 tile United States and other coun- lector systems. Despite concerns over lia- documents should be consulted as neces-
tries indicates that the use of a properly bility, vehicle damage and emergency vehi- saty.
Guidalines for the Oasign and Application of Spaad Hurnps--A Proposed Fte¢ornmended Practica 5
2'0 Guidelines for
Speed Humps Use
2.01 Engineering Study greater than 40 feet. Ia addition, the pave- or Igima facie speed limit is 30 mph or less.
ment should have good surface and Speed humps should be carefully consid-
Speed humps should only be installed to drainage qualities, ered on streets where the majority of vehi-
address doounented safety or traffic con- cles travel at relatively fast speeds, such as
cerns supported by tra~c engineering smd- 2.04 Street Grades 45 mph or greater.
les, and after consideration of alternative When speed humps are installed to
traffic control measures. Speed humps should only be considered address speeding concerns, studies should'
Since speed humps may divert traffic to for use on streets with grades of 8 percentbe performed to confirm the magnitude and
other street facilities, aa estimate of the or less app.roaching the hump. When extent of the speeding problem to ensure
a..':tount and location of that diversion installed on streets with significant down-that the installation of humps can be
should be made so that the potential grades, special care should be taken to expected to appreciably address that prob-
impacts of ~ proposed humps can be fully ensure that vehicles will not approach the lem.
considered. If the humps are expected to humps at excessive speed.
create equal or greater traffic problems on 2.08 Traffic Volumes
another residential street, they should not 2.05 Horizontal and VerticaI
be installed. Alignment Speed humps should typically be
installed only on streets with an average
2.02 Street Classification and Use Speed humps should not be placed with- daily traffic volume of 3,000 vehicles or
in severe horizontal or vertical curves that less. When considered for installation on
Speed humps should only be installed might result in substantial ~teral or vertical streets with higher volumes, their use
on those roadway facilities functionally forces on a vehicle traversing the hump. should receive special evaluation and justi-
classified as "local" streets as defined in A Humps should be avoided within horizontal fication before approval. Consideration
Policy on Geometric Design of Highways curves of less than 300 feet centerline should also be given to the establishment of
and Streets published by AASHTO, the radius and on vertical curves .with less ~ a minimum volume threshold for consider-
American Association of State Highway the minimum safe stopping sight distance, ation of speed hump inStallation.
and Transportation Officials. These streets If possible, humps should be located on
generally permit direct access to abutting tangent rather than curve sections. 2.09 Traffic Safety
lands, connect to higher classification
streets, offer the lowest level of mobility,2.06 Sight Distance When installed to address documented
usually contain no bas routes, and deliber- or anticipated vehicle or pedestrian acci-
ately discourage service to through traffic Speed humps should generally be dents, the causes of those accidents should
movement. Further, these local streets installed only where the minimum safe be susceptible to correction by speed
should be residential in nature, stopping sight distance (as defined in humps. Proposed speed hump locations
AASHTO's A Policy on Geometric Design should be evab~ted to determine that such
2.03 Street Width and Number of Streets) can be provided, an installation will not introduce increased
of Lanes accident potential for the subject street.
2.07 Traffic Speeds
Speed humps should be used only on 2.10 Vehicle Mix
streets with no more than two travel lanes, Speed humps should generally be
or where the overall pavement width is not installed only on streets where the posted Speed humps should not normally be
6 Institute of Trans0ortation
installed on streets that carry significam 2.11 Emergency Vehicle Access special operational characteristics of these
volumes (greater than 5 percent) of long vehicles.
wheel-base vehicles unless there is a rea- Speed humps should not be installed on
sonable aRemalive route for those vehicles, slreets tl~ are defined or used as Ixima~y 2'13 Citizen Support
Special consideralion should also be given or rouline emergency vehicle access mules.
to mo~rcycles, bicycles and o~er types of When speed humps are installed in
special vehicles that use the street. The 2.12 Transit Routes response to citizen requests, a doaimented
impacts that speed humps might have on majority of the residents along the affected
these individual vehicle types should be Speed humps should not generally be portion of t~t_ street' should ideally support
conside~d in the decision to install humps, installed along streets with established wan- their installation.
and ultimately considered in their design sit routes. If humps are insudied on transit
and location, routes, their design should consider the
Guidelines for the Design and Application of Speed Humps--A Proposed Recommended Practice 7
3.'0 Community Relations and
Administrative Procedures
3.01 Supporting Ordinances and Since speed humps might have a wide 3.05 Removal Procedures
Regulations ranging impact not only on the vehicles
crossing them but also on the residents liv- Removal of speed humps should only be
Before initiating a speed hump installn-ing on the immediate and nearby streets, consider'ed after an adequate review period
tion program, agencies should f'trst adopt their installation should typicafly be studied and subsequent engineering analysis has
the appropriate policies, regulations, and/or Within the context of an overall neighbor- been performed to determine the traffic
ordinances to govern elements such as the hood traffic management study. Such a characteristics along the route and the
community involvement process, hump study would involve thorough processes for impacts to the remaining street system. If
design and location criteria, cost sharing considering, evaluating, implementing and speed humps are being removed due to a
relationships, installation and maintenanCe monitoring speed humps and any other lack of public support, a majority of resi-'
requirements, and evaluation/modification traffic n~nngement techniques utilized, dents' should typically support their
prcr, edtu~, removal.
3.04 Coordinalion Procedures Before making a decision to remove
3.02 Speed Hump Request speed humps, all petitioners originally
Procedures Proposed speed hump installations requesting the installation should be given
should be reviewed by the police, f'~re, the opportunity to comment on the pro-
Resident surveys should 'be required to ambulance and other emergency service posed removal.
determine support for speed hump installs- .deparanents, adjacent neighborhood i'esi-
tion after it is determined that a particular dents that might be impacted by the speed 3.06 Cost
street is eligible for humps. Ideally, a docu- hump installation, and other potentially
mented majority of the residents should be affected groups such as school districts, Consideration should be given to apos-
in favor of the insmllatioll after considera- wansit operators and refuse coliection agen-sible requirement that those individuals
tion of alternative traffic control and traffic cies. Comments received should be fully requesting speed humps participate in the
management techniques, considered in the decision-malting process, funding of their installation, maintenance,
If humps are to be installed, residents and removal, if necessary. Regardless of
3.03 StaffEvalualJon and affected agencies should be notified of funding sourCe, it is critical that adequate
the exact objectives, timing, location and and ongoing resourCes be allocated to prop-
An adequate engineering and safety other relevant details of the installation. It erly inspect and maintain the humps and
investigation of any speed hump request is also advisable to meet with emergency supporting devices.
should be rn~_. to determine ~ha~_ the agen-serviCe providers to more fully inform them
cies' adopted guidelines are met for speed of the hump's 'expected impacts on special
hump use. vehicle types for various operating speeds.
8 Institute of Transportation Engineers
4.0 Design and COnstruction
Considerations
4.01 Dimensions and
Cross-Sections
For use on residential streets the
most widely used circular, parabolic speed
hump (TRRL profile, 3", 3-1/2" or 4" max-
imum) is shown in Figure 4.1. The 3"
hump can be expected to cause speeds of
from 20 to 25 mph at the hump, with a 4 ....
hump creating crossing speeds of 15 to 20
mph. It should be recognized that lower
hump heights will generally result in Figure 4.1 Typical speed hump dimensions (parabolic 4 in., 3.5 in., and 3 in.)
greater variation of hump crossing speeds.
Humps should not exceed 4" in Might, and
where significant percentages of trucks,
buses or other long-wheel base vehicles are ~ ~" s
expected, an approximate 3" height is gen-
28 to 4~ ft.
erally cousidemd mom acceptable. Some
judsdi~o= h~ve fom~d 2.5" heights [o be
effective in selected locations.
II II
An alternative "flat-topped" design that has
been successfully tested in Australia is
shown in Figure 4.2. Site specific roadway
and traffic characteristics should be evalu-Figure 4.2 Fiat. topped Australian speed hump design.
ated to determine il~ o~ie of these designs, or
an alternate,-is appropriate for the traffic
and roadway conditions at the installation mph, experience has shown that humps 1. Single short blocks (300 ft. to 500 ft.)
location being considered. Regardless of should be spaced at approximately 250 foot with speed consol problems ate tmusu-
the design selected, special care should be intervals. Figure 4.3 (from FHWA Report al. Where such blocks must be treated, a
given during the humps' construction to No. RD-81-031) illustrates the general reis-single hump positioned near mid-block
insure the proper final shape and rlimen- fionship between hump spacing and vehicle would likely provide satisfactory speed
sions, speeds midway between the humps, control over the entire block.
4.02 Spacing and Location FHWA Report No. FHWA/RD-81/031, 2. Where control is required on single
Improving the Residential Street block segments of moderate length (500
Current practice indicates ~hat speed humps Environment, offers the following guide- ft. to 1000 ft.), a two hump configure-
within a series are normally placed from lines for determining the number and place- tion should be satisfactory.
200 feet to 750 feet apart. On a street withmerit of humps for various street segment
desirable maximum operating speeds of 30 lengths: 3. On very long blocks (1000 ft. to 1600
Guidelines tot the Design and Application of Speed Humps~A Proposed Recommended Practice 9
ft.), three or mom humps might be ncc-
4. On lengthy continuous segments or on
control segments comprised of a number
of blocks, it appears desirable to space
interior humps 400 fL tO 600 ft. ~ ,~.,
although
spa~ngs
tip
to
?5O
should be placed in each block of a con;
Figm~ 4.4 illus~raes these h,mp spacing
concc~pts.
While local conditions and desired
lng standards, a sPe~al SubcommiUec of '-" ......, ......... ,, ..... , ....
Committee developed an approximate "
siccing equation for a 3" high speed hump
from the speed data in Australian and Above, Figure 4.3 Midhump speed vs. separation distance comparison: U.S.
Uni~l Kingdom t~sts. This °quation is as TRRL results. B,iow, Fibre 4.4 Hump spacing concepts.
follows:
Hs = 0'$[2(V8S)2'700] One Hump-
Whom I-Is = the op~al spacing between Single Short
3" humps ( ft. ), and 8lock ~ ~ 5o"-~-m- 150'-.~
--25O' --250' --
Where V85 = thc desired 85th percentile
speed (mph) between
humps Two Humps -
Single Moderate
Based on IhLs equation, the spaC~g for the Length Block ~ 150'-.~.J,~ 200'-~.~1~_15o'...~
85th percentile speeds of 25 mpb and 30
mpb is :2?5 fL and 550 ft., mspc~-'dv¢ly.
A series of two or more speed humps Three Humps - ~,~
am usually mom effective tha~ single bump Single tong
installations, Any one series of humps blocks L-- 150'- ----L--~350'- ~ ~-- 350',----~- ~- 150'-
ShOUld geuera/ly not be ~reater ~h~a one- ~-- 250' ~"-r'~600'
half mile in length and thc end of one series
should not be immediately adjacent to
Speed humps can also be used in pairs MuPpie Humps -
to increase their effectiveness. When Lengthy
installed in pairs, bumps are generally no continuous
closer than 10 ft. and no further apart than segments and
40 ft. They should ideally be locamd adja- multi-block
cent to property lines as opposed to the segments
center of a property in order to minimize
residents' aesthetic concerns.
The first hump in a series should nor-
really be located in a position where it can-
not be approached at high speed from At least one hump per Block. Follow soacino concepts above within eac~
either direction. To achieve this objective component block. Maximum and minimum separation and 'first hump'
speed humps (at the first hump in a system) cnteria may be relaxod somewi~at to contorm to particular site conditions.
200 feet or less of a mll-radins curve or
stop sign, or at the top of a hill if installed
on a street with significant downgrade.
10 institute of Transportation Engineers
4.03 ~ramc Control
Traffic control consisting of signs, m~rk-
ings and possibly fl~_~ing si~tm~ls is essen- Cur~ ~a~ ~: va~s [ -
rial to warn roadway users of a speed
hump's presence and guide their subse-
quent action. While no minimum standards
exist for devices to be used in conjunction
with speed humps, devices typically used
by agencies include the following:
· Traffic Signs. The most common warn- -.: · . ·
Uniform Traffic Control Devices) W8-1
"BUMP" warning sign. While the
signs for nonstandard situati°ns, and
some jurisdictions have installed
"HUMP" or "ROAD HUMP" signs,
most agencies have found the "BUlVlF'
sign to be appropriate for use with speed
humps. The sign is typically installed in
advance of the hump and at the hump
although some agencies install only one
or the other. Advance warning signs Figure 4.7 Speed hump taper and edge treatments.
should be located based on MUTCD
Table Il-1, "A Guide for Advance in locations where unusual combina- Devices for minimum requirements before
Warning Sign Placement Distance." tions of roadway or vehicle operating establishing typical speed hump signing
Some agencies also require installation conditions present, special, conditions and marking designs for their jurisdiction.
of an advisory speed plate indicating the that warrant additional warning devices.
recommended crossing speed at the 4.04 Installation Angle
hump. Advisory speed plates are also · Markings. Markings in use by agencies '
considered useful in educadng u~famil- include advance word messages (typi- Speed humps should' be installed at a
tar roadway users of the recommended cally "BUMP") and special markings right angle to the centerline tangent of me
crossing speed when humps are initially directly in advance of, or on, the hump. roadway.
installed. Several hump marking designs are in
use today, but the design selected should 4.05 Drainage and Utilities
· Some agencies install a special supple- not create confusion with standard
mental plate indicating multiple humps crosswalk markings unless the hump Speed humps should be installed with
are in place for a certain'length of streetlocation is intended for pedestrian cross- appropriate provisions made for roadway
segment. These signs typically carry the ings. Pavement word and symbol hnark- drainage and utility access. Humps should
legend "Next XX Feet" and are installed ings should be installed in conformance generally not be located over, or contain,
under the tn-st hump sign preceding a with MUTCD guidelines, maintenance access holes, or be located
series of humps. Side road approaches adjacent to fire hydrants.'
ttuat inmrsect a street within a series of · Some agencies have installed double Ideally a hump should be installed at a
humps should also be evaluated with re- yellow centerline markings to call addi- location immediately on the downside of
gard to the need for advanced notifica- tional attention to hump locations and to an existing drain inlet, ff this is not feasible
tion signing. Some agencies install prohibit passing in' the vicinity of the the construction of a bypass dram or other
warning signs with supplemental arrow hump, and other agencies have installed treatment to route water around the hump
plates indicating the location of speed reflective markers in advance of or at should be considered.
humps on an intersecting street, the hump to improve nighttime visibil-
ity. 4.06 Roadway Edge Treatments
· Although undesirable in residential
areas, in certain instances it may also be Figures 4.5 and 4.6 illuslrate a number On roadways with barrier Curbs, humps
justified to install special attention flags of signing and marking designs in use by should ideally extend fully across the road
or flashing lights to speed hump warn- agencies today. Any agency installing from curb to curb. If tapering is necessary
lng signs. These devices are sometimes speed humps should review their state and for drainage or other reasons, the edge
used in the initial installation period or federal Manual on Uniform Traffic Control taper should be accomplished at an angle
Guidelines for the Design and Application of Speed Humps--A Proposed
Figure 4.~
F~,ure 4.6
Guidelines for the Design and Application of Speed Humps--A Proposed Recommended Practice 13
thn~_ will not affect the downstroke of bicy-
cle pedals or subject vehicles to undercar- _~ ~mc~
riage d.qn~e.
A phenomenon known as "gutter run-
ning" may be encouraged with tapered 4in. ma~V ~ohx,, ~
one wheel in the gutter thereby reducing ~
the humps' ability to slow vehicles. If I "~ ~
humps are ~ with [ap(~ Or ~ o~ l_ Len~.
non-curbed roadways, raised pavement
/
markers, delineawr posts or other treat- c~ss ~
merits should be considered to elirnh~te or
reduce the possibility of vehicles attempt- Figure 4.8 Road hump constructed in situ showing road surface excavated at
lng to pargally or totally avoid the hump. It tapered edges to prevent spailing.
should be recoguized, hoWever, thnt these
· devices might have an impact on m~inte- raised intersection as a vaild traffic man- pre-cast concrete sections, concrete cast in
nance and snow removal activities. If agement technique, situ, asphalt or brick/concrete pavers.
installed on roadways with paved shoul- Experience has shown that the use of sof[
ders, the hump should ideally extend across 4.09 On-S~a'eet Parking mac,vial will result in deforr~fions as the
the shoulder in order to discourage vehicles top of the hump is pushed in the direction
from aUemlxing to avoid the hump. Care should be taken to ensure that of the traffic slream.
Figure 4.7 (page 11) illustrates tech- vehicles parked on streets do not diminish
niques for providing hump uq~ors and si)e- the effectiveness of the signing and mark- 4.12 Construction Procedures
cial edge treatment, inl; for speed humps. Should parking be
removed adjacent or in advance of the It is recommended that a template be
4.07 coordination with Street. hump, the ability of vehicles to avoid constructed to verify the accuracy of the
Geometry tapered humps by "guuer-running" will be hump proffie and to ensure tint the desired
enhanced. Each hump installation should vertical dimensions are attained within rea-
A thorough on-site analysis of roadway be evaluated independently for site-specific sortable tolerances (normally one-h~if inch
geomeuics should be performed 'to ensure parking consideralions, or less, provided that the hump does not
that speed humps will not be introduced at exceed 4 inche, s). If the profile is incorrea.
a critical point in the roadway system, e.g., 4.10 Street Lighting hump characteristics will be chan~ed that
a severe combmafion of horizontal, vertical might impact Wa/ftc safety Or create inef-
curvature and/or street tradient. To improve nighuime visibility, espe- fective speed control.
cially where sight distance is less than If the.hump is constructed in situ, it is
4.08 Coordination with Traffic desirable, coordinating hump locations recommended that the road surface be
Operations with existing or planned street lighting excavated at tapering edges to prevent
should be considered, spalling (as illustrated in Figure 4.8). Some
Speed humps should not be installed agencies have found that installing humps
within 250 fL of a waffk siLmai or within 4.11 Construction Materials in two lifts will result in improved accuracy
an intersection or driveway. This sugges- and shape conformity.
tion is not intended to apply to the use of a The construction of the hump can be
14 Institute of Transportation Enclineers
'5.0 Monitoring and
Evaluation
The type; number, and extent of studies Both intersection mmmg movement and adjacent residents and other 'affected resi-
performed to determine the effectiveness 24-hour volume counts may be needed to dential areas to assess their concerns and
and impacts of speed humps will vary quantify these impacts, perception of the speed humps' perfor-
based upon the particular circumstances of mance. Motorists continuing to travel the
each installation, However, some review 5.04 Stop Sign Obedience street may be selectively sm'veyed to assess~
should be performed after installation to their opinion of the speed humps' ins~h-
ascertain if the humps have achieved the Studies may be desirable before and tion. Emergency and service agencies
desired results without creating unexpected after hump instaflation to determine if theshould also be offered the opportunity to
problems, speed humps have impacted the comp!i- comment on the installation.
ance rate of affected stop sign locations.
5.01 On-Site Observation Increased violation rates should be consid-5.08 Noise Analysis
ered in speed hump evaluations and selec-
Immediately after speed hump installs- tire enforcement may be necessary to It may be desirable to perform both
tion and at selected times thereafter, obser- address the problem, before and after studies to determine the
rations should be made to determine speed hump's impact on traffic noise in
motorists' behavior patterns and any 5.05 Travel Time Studies advance of, at, and beyond each hump site.
unusual operating conditions (such as gut- ·
ret-tanning). These observations should be Based on the particular requirements of 5.09 Vibration Analysis
scheduled during both day and night condi- the ins~htion, it may be desirable to per-
tious, form travel time studies before and after It may be desirable to perform vibration
hump installation to determine the effect on analysis to determine if roadway vibrations
5.02 Speed Studies overall travel times along the subject street transmitted by the hump crossings may
or through the area. have detrimental effects on adjacent prop-
Speed studies should be performed prior emes and structures.
to hump installation. After installation, 5.06 Accident Analysis
speed studies should normally be per- 5.10 Pedestrian, Bicycle, and
formed in advance of, at, and beyond each A before and after accident analysis Social Activity
speed hump to determine its impact on should be performed to determine ff acci-
vehicle operating speeds, dent trends in the affected area have been Before and after observations may be
noticeably impacted by the speed hump made at various times of the day and night
5.03 Volume Studies ins~lation. It may be necessary to estab- to determine ff pedestrian, bicycle, and
lish ongoing analyses at some locations to other types of resident activity have been
Traffic volume counts should be made gauge the longer-term trends of accident altered as a result of the speed hump instal-
on the subject street and on those other rates, lation.
streets where traffic diversion may be
expected. These counts should be made 5.07 Resident and Driver Surveys 5.11 User Cost Analysis
before installation and after installation
when traffic patterns have stabilized to Approximately 30 to 60 days after It may be desirable to perform a
determine 'the magnitude and specific loca- installation (or at the end of the established "before/after" user cost analysis consider-
tion of this diversion, trial period), it may be desirable to survey lng vehicle speeds, travel times, vehicle
Guidelines for the Design and A~plication of Speed Hurnps--A Proposed Recommended Practice 15
and driver costs, and other elements. This
analysis should be based on the' particular
characteristics of the speed hump system
and other residential U'affic management
techniques be/ng employed.
5.12 Vehicle Emission Analysis
It may be de,simble to perform a vehicle
emissions analysis to estimate ~e speed
hump's impact on air quality. This analysis
will n~luire both before and after studies of
traffic volumes, acceleration/deceleration
conditions, and speeds.
16 Institute of Transportation Engineers
6.0 Other Considerations
6.01 Liability Concerns 6.03 Coordination with part-of new street conslruction after consid-
Speed humps and other pavement undu- Pedestrian Crossings eration of less restrictive design or traffic
lations are not traffic control devices as control techniques. Adequate signs, mark-
If mid-block pedesuian crossings exist ings, and other devices should also be pro-
defined by the Manual on Uniform Tra~c
or are planned, it may be desirable to coot- vided to support their insmilution.
Control Devices. They are, however, geo- clinm~ them with speed humps since vehi-
metric design features of the roadway and
cle speeds will generally be lowest at speed 6.06 Enforcement Needs
maintained using accepted engineering hump crossings. In fact, it may be desirable
principles and prudent engineering judg- to install a hump directly adjacent to or During the initial stages of speed hump
ment. within the pedestriaa crossing. Pedestrian experience, it will generally be desirable to
access can be encouraged by paving any employ special police assignment to
If speed humps are not installed in a
proper manner and with due care, and grassed area connecting the hump to near- enforce traffic violations occurring at or
by sidewalks. In addition to standard sign- near speed humps and along routes experi-
it is possible that the installing agency lng, pedestrian crossing signs should be encing diversion.
could be found to be maintaining a public installed for any established crossIng.
6.07 Maintenance Issues.
nuisance, i.e., a known defect in the s~reet 6.04 Aesthetic Considerations
system that might result in increased liabili- Care should be taken In the initial instal-
ty exposure. Therefore, complete and prop-
er documents should be retained to justify It is possible that speed humps can be latlon and monitoring of speed humps to
the decisions made. Local and state laws constructed of special materials such as ensure that edge ravelling and profile
should also be reviewed to identify any brick pavers or specially-nested concrete in deformation does not exceed established
regulations pertaining to roadway design, order to enhance their appearance, tolerances. Regularly scheduled inspections
roadway maintenance, traffic control, or However, consideration should be given to and maintenance should be performed to
street maintenance requirements in the area mammon the appropriate design relation-
other .elements that might be related to the
and whether special materials can be prop- ship between the hump and the street so the
use of speed humps or other geometric
design features, erly maintained by the responsible agency, hump continues to perform its intended
purpose within allowable tolerances. If
6.02 Vehicle and Cargo Damage 6.05 Incorporation in New street pavement mainumance activities result in
Design speed hump markings being reduced or
Where streets with speed humps are eliminated, they. should be promptly
expected to carry substantial numbers of It is desirable in the planning of new replaced or supPlemenled with temporary
long wheel-base vehicles or other special residential subdivisions to configure and signs providing the same warning to
vehicle types such as motto'cycles and bicy- design local streets to minimize excessive motorists.
cles, a special attempt should be made to speed, excessive volumes, and cut-through While damage from snow plowing
warn and noafy drivers of these vehicles traffic from outside the immediate neigh- activities was initially a concern in speed
that speed humps exist and how they borhood. However, where adequate subdi- hump installation, experience has shown
should be driven to minimize problems. It vision planning and street design cannot be that humps are generally not a dewiment to
may also be desirable to modify the start- achieved, and one of. the aforementioned those activities provided that the hump
dard hump design to further minimize problems is considered likely, it may be edges are properly maintained.
impacts to these users. ~, appropriate to include speed humps as a
'Guidelines for the D.esi0n and Application of Speed HumpstA Proposed g~ecommended Practice 17