Traffic Tips

TRAFFIC CALMING PROCEDURES

The Traffic Safety Committee (TSC) is comprised of representatives from the Sheriff’s Department (SD), the Public Works Department (PW), Planning & Zoning (PZ) and members of the Boone County Fiscal Court Judge-Executive’s office (FC).  They work in partnership with one another to consider the following actions if changes to a location may be deemed necessary by either SD, PW or FC or after receiving resident complaints of speeding.

STEP I – OBSERVATION AND EVALUATION

  1. Upon receipt of initial traffic request, SD will work in conjunction with PW to investigate the complaint. SD will observe the area and PW will evaluate and establish signage and road markings to be in compliance with MUTCD standards.  If the result of the investigation reveals an immediate safety concern, SD and PW will work to provide a temporary solution to the issue.
  2. Findings from both departments will be presented to the TSC. If speed and traffic volume are considered to be egregious or present on-going safety issues, approval to move forward to Step II will be granted.

STEP II – SPEED STUDY AND ENFORCEMENT

  1. Speed Study – The Engineering Services Division within PW will initiate a speed study to determine the extent of the speed and/or volume problem. Data will be collected over the course of one week’s time. Crash data history will also be studied in conjunction with the speed study findings.
  2. Sheriff Radar Signs –After the speed study data has been reviewed and, if deemed necessary by the TSC, Sheriff’s Radar Signs may be placed throughout the area in question by SD for a period of time. A second speed study will be initiated after implementing the use of radar signs in order to measure any changes
  3. Traffic Enforcement – In instances where the results from the second speed study indicate a continued speed issue or in instances where the totality of the information warrants, enhanced traffic enforcement will be performed.  The period of time traffic enforcement will be utilized will be at the SD’s discretion. A follow-up speed study can be conducted if the residents and/or the TSC feel the problem is continuing even with the implementation of enforcement.   .

 

STEP III – SIGNAGE/ TRAFFIC DESIGN

Signage and traffic design elements may be considered by the TSC if the changes in Step II do not resolve the residents’ concerns. The step(s) appropriate in a given situation shall be determined by the TSC and based upon a review of the issue and all available information/data associated with it.  Additional speed studies will be gathered for comparison at any time during this phase as changes are introduced. Options include:

  1. Addition/removal/Change of signage
  2. Parking Restrictions in identified areas
  3. Changes to permitted speeds
  4. Alterations to traffic flow

STEP IV – PHYSICAL ROAD STRUCTURES

Physical road structures can be considered by the TSC if the changes in Step II and/or III do not resolve the residents’ concerns.   The designs of these structures are built based on standards set forth by the FHWA.  The structure(s) appropriate in a given situation shall be determined by the TSC and based upon a review of the issue and all available information/data associated with it.  Additional speed studies will be gathered for comparison at any time during this phase as changes are introduced. Options for physical road structures include:

  1. Raise Pavement Markings and/or Thermo Markings – Raised pavement markers and thermo marking may be implemented to supplement standard pavement markings if a higher degree of visibility is warranted.
  2. Rumble Strips – Rumble strips are a set of grooves along the edge of a roadway or across a road that cause noise and shaking when they are driven over and that are used to warn drivers that they need to slow down or are too close to the edge of the road.
  3. Speed Humps – A speed hump is a raised area in the roadway pavement surface extending transversely across the travel way. Speed humps are constructed with a height of 3 to 4 inches and a travel length of 12 to 14 feet.  Within typical residential operational speed ranges, vehicles slow to about 15 mph on streets with properly spaced speed humps.
  4. Speed Tables – Speed tables are generally constructed with a height of 3 to 3.5 inches and a travel length of 22 feet. Speed tables generally consist of 10 foot plateau with 6 foot approaches on either side that can be straight, parabolic or sinusoidal in profile. The longer lengths of speed tables provide a gentler ride than speed humps and generally result in vehicle operating speeds ranging from 25 to 30 mph on streets depending on the spacing between speed tables.

LIMITATION ON REINTRODUCTION OF REQUEST

Once a request has gone through the traffic process it is considered closed, regardless of outcome.  The same request, or its counterpart, cannot be presented for reconsideration for a period of at least one year unless the TSC determines that specific conditions or events have changed from the point it was originally initiated.