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HomeMy WebLinkAboutDept Report 10-02-01 " "ii CARMEL/CLAY PLAN COMMISSION SUBDIVISION COMMITTEE DEPARTMENT REPORT October 2, 2001 2. Docket N. 69-01 PP; Hayden Run Subdivision The applicant seeks approval to plat a seventy lot residential subdivision on 44.9 acres. The site is located on the south side of 13 1st Street approximately one halfmile west of Towne Road. The site is zoned S-l/Residential. Filed by Dennis Olmstead of Stoeppelwerth & Associates, Inc, for Centex Homes. The Plan Commission, at the September 18th meetin}, sent this item back to the Subdivision committee for further discussion at their October 2D meeting. Comments / questions from commission members included the following: 1. Concern regarding wide streets, others in favor of 36' wide street width. 2. Some in favor and others not in favor of curves in street. 3. Question of could the collector street be along the property line. 4. One member not in favor of the layout. 5. A member questioned what the Plan Commission would say to the neighbors when they did not want the street to connect to the south. The process of reviewing this subdivision has been complicated by the fact that there are several other properties in the area where developments are being proposed. It is likely that the plan commission will see these petitions before the end of the year. Please find attached a copy of a blank layout ofthe area as well as the conceptual layout as proposed by the Department with input form the County Highway Department. This is a copy ofthe same rendering you received in the September Department Report. There are several variables that were used in determining the suitability of the layout presented to you all of which comply with the letter and spirit of the Subdivision Control Ordinance. These issues were discussed at the September 4th Subdivision Committee meeting in great detail. A copy of the layout has been provided to solicit input from Plan Commission members. It is the desire of the Department that Plan Commission members share their concepts or ideas regarding the layout of the street hierarchy in this area. In formulating your layout please keep the following issues in mind: 1. Function ofthe subject roadways (what type and capacity of traffic will use roads) 2. Access and availability of right-of-way (where can roads be effectively constructed) 3. Potential of development on parcels where right-of-way is located (how do we acquire it) 4. Will road get constructed or will only right-of-way be dedicated (who will build roads) 5. How do we reduce speeds on the subdivision streets (see attached information) 6. Avoid dead end segments (why connectivity should be promoted) The Department recommends that this item be forwarded back to the Plan Commission with a favorable recommendation. Committee Report 2001-1O-2.rtf ~. . ~ ""iii BATD.. 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Passive controls are primarily traffic signs, i.e., stop signs, turn restrictions, one-way streets. Active controls change driver behavior and are therefore self-enforcing, Le., speed humps, nunble strips, median barriers, diverters, slow point or chokers, street closures, traffic circles, chicanes, and street narrowing. Figure-l provides an outline of the benefits and disbenefi!S of the various traffic calming alternatives. Examples of these "active~' traffic-calming techniques are shown in Figures 2 through 13. The following describes each alternative, and describes the conditions and circumstances for their use. Stop Sims , ' ,-t. .... ..~. .... ~,' \. '... '. Stop signs will decrease the speed at the intersections, which are the locations where most accidents occur. This type of device has a positive effect on the neighborhood. This device will require periodic enforcement or the stop signs will loose their effectiveness, since motorists tend to disregard them. .. Turn Restrictions . '''~ No right tmn or no left turn signs can be installe4. to prevent turning movements onto neighborhood streets. This will eliminate cut 'ijlrough traffic in a neighborhood 'particularly in the peak periods. A negative aspect. will be the inconvenience to the - residents, and to be effective enforcement may De required. One-Way Streets One-Way ,streets can be used to make, it difficult for vehicles to cut through neighborhoods. Violations are typically low, but reSidents 'may be inconvenienced. Arterial Street Improvement and Simal Prol!l"ession Many times vehicles are cutting through neighborhoods because arterial streets are over capacity or traffic signals are not synchronized. Widening streets to add left turn lanes or additional through lanes or installing a signai system will improve vehicle safety and efficiency, and may reduce cut through traffic in neighborhoods. Rumble Strips or Chanee in Roadwav Surface Rumble Strips across the street in the form of pavement markings can' reduce speeds in advance of a crosswalk or stop sign. Changes in road surface, or rough pavement, can also be effective in reducing speeds. Both of these methods may increase noise levels Neighborhood Traffic Calming - Recommended Practices 6 " . . .. that may not be acceptable to the neighborhood; However, if locations are properly selected, noise will not be a factor. Speed Humps Speed Humps (Figure 2) are a raised hump in the roadway with a parabolic top, extending across the road at right angles to the direction of traffic flow. Speed humps are 3 inch high and 12 feet wide, and they reduce speeds to approximately 20 mph, and decrease cut through traffic. If speed humps are placed on streets that regularly have buses, and emergency. vehicles, a flat top design can be used. . These humps are 22 feet' wide. Crosswalk humps and intersection humps are also possible. Pedestrian Refu2e Island ..J Pedestrian refuge islands (Figures 3 and 4) in the middle of the street provideS"'~(~e' haven for pedestrians to cross the street. If placed at an intersection the island 'wilt" function as a diverter to restrict through traffic. This device will reduce vehicle speeds. May require some parking removal and m~y inconvenience some residents. The median can be aesthetically pleasing. Street Narrowin2 or Curb Extension Street narrowing or curb extensions (Figure 5).at .a critical intersection will reduce 'the crossing distance for pedestrians and makes pedest#,an crossing point more visible to the motorist. This device will also reduce speeds sil1ee the motorist visual sight line is obstructed.. Provides space for landscaping. Prevents vehicles from passing other vehicles that are turning. May require some parking removal. Traffic Circles Traffic Circles (Figure 6) are raised landscaped islands' placed in an intersection, and their primary purpose is to reduce vehicle speeds . and accidents, and they discourage cut through traffic in neighborhoods. May require some parking removal, and be restrictive to large vehicles if not properly designed. Diverters Diverts (Figures 7, 8 and 9) can be either diagonal or partial. A diagonal diverter is. a barrier placed diagonal across an intersection: Its primary purpose is to reduce speed and cut through traffic. . Landscaping is necessary to create new sight limes. A partial diverter is a barrier island ~t an intersection in which one direction of the street is blocked. May be an inconvenience to residents. Neighborhood Traffic Calming - Recommended Practices 7 " Street Closures Street closures (Figure 10) are full closures of streets to eliminate cut through traffic. A cul-de-sac is required to provide a tum-a-round. 'May inconvenience some residents and may reduce accessibility for emergency vehicles. . _ Curb Radius Reduction Curb radius reduction (Figure 11) at intersection is intendea to slow turning vehicles and reduce pede~an crossing path. The radius should accommodate a passenger vehicle. " Usually a 10 to 20 foot radius will be required. Primary application is for local streets. :' Chicanes Chicanes (Figures 12 and 13) are a form of ctirb extension built at a 45-degree angle 'tlia( alternate form one side of the street to the other. They will effectively reduce speed"and" decrease traffic volwnes in the neighborhood. Summarv Each traffic calming alternative has appropriate applications and uses. Each addresses the various objectives of traffic calming more or less effectively than others. Although *e' application of each device varies by conditions, the following is a general list of t:raft1c calming d~vices by objective. ': \.i:S:. '" Traffic: Calming Devic:es by Objective Reduc:e Cut-Through Improve Reduc:e Speed Traffic: Improve Safety Aesthetics Traffic Circles Diverters Radius Reduction Curb Extensions Curb Extensions Street Closures Raised Sidewalks Median Barrier Median Barrier Turn Restrictions Median SBrriers Chicanes Radius Reduction One- Way Streets Enforcement Traffic Circles Speed Humps Partial Closures Radius Reduction Diverters Speed Humps Diverters Chicanes Median Barriers Street Closure Rumble Strips Traffic Circles Neighborhood Traffic Cabning - Recommended Practices g f -" b N R=10'mln . Intersection radD should accomodate design vehicles applicable to street . Mid-block curb extensions could be combined with crosswalks where possible. Sign Descriptions: OM-3R Object Marker Right . Length of curb extensions must recognize site conditions, e.g., driveway locations. " . Vertical delineation other than Object Markers (OM-3R) may be more appropriate. Possible altematlves Include bellards, landscaping, and Type 2 Object Markers. All dimensions are In feet unless otherwise noted. ~.oU1-ce: Canadian Guide to Neighborhood Traffic Calming NOT TO SCALE ftL..A .. .,.~,...r. = FIGURE 5 -CURB EXTENSION Neighborhood Traffic Calming - Recommended Practices JUNE 1999 13 i. 2" to 3" L j"V-T 4'mln. 'I . Area of potenUal Y landscaping SECTION A-A . Minimum opening width to be provided to aU crosswalks. . A deflection trlangle raised or painted on the pavement on each approach to the traffic circle may be appropriate. . All dimensions are In feet unless otherwlse noted. ~purce: Canadian Guide to Neighborhood Traffic Calming NOT TO SCALE ftL..A .. .,,,o,,..r. = FIGURE 6 -TRAFFIC CIRCLE Neighborhood Traffic Calming - Recommended Practices L JUNE 1999 14 . . 1 R= 10' min. 15' desirable c E ~ .'~ LOCAL STREET .... ." I- OM-3R R= 10' min. 15' max. 300 ",'.............. --- ------- ----,--- COLLECTO STREET Sign descriptions: OM-3R Object Ma;ker · Curb radius reductions should not be appUed on primary emergency vehicle routes. . Depending on local climate and preference, vertical delineation olher than the Object Martter (OM-3R) may be more approp- riate. Possible altemaUves Include boIlards, landscaping, and Type 2 Object Markers. All dimensions are In feet unless otherwise noted. Sou.r:ce:' Canadian Guide to Neighborhood Traffic Calming NOT TO SCALE .ftL.A .. .,.~~.., ~ FIGURE 11 -CURB RADIUS REDUCTION . . JUNE 1999 "Ioinnhnrn",,'" Tr"ffi... r.:olminn - Rpr:nmmp.nrlp.rl Practices 19