THE CITY OF ROSSLAND

REQUEST FOR COUNCIL DECISION

September 20, 2021

Date: September 20, 2021 File No: 0110.04.2021

Topic: Traffic analysis Washington School Zone and Thompson Ave.

Submitted By: Scott Lamont, Manager of Operations

RECOMMENDATIONS:

THAT Council directs staff on options identified in the report in regard to Speed Control on Washington Street and Thompson Ave

BACKGROUND:

The City of Rossland Council has had concerns regarding the disregard of the 30 km per hour speed zones along some streets in town. Areas that have been requested for further analysis have been School zones, Playground Zones and Thompson Ave.

ANALYSIS:

Over the years, the City has tried various traffic calming measures which includes; calls to the RCMP, speed bumps, lowering of speed limits, addition of speed and warning signs, and temporary electronic indicating speed signs. On October 5th, 2020 the report Dynamic Signage was submitted to City of Rossland Council

for direction to staff (see attached). The outcome was to acquire the traffic data collector to complete a proper analysis, with baseline of information including traffic counts, speed averages and times. From that baseline we would determine peak speeding periods to optimize speed calming devices if there is evidence collected. Staff was also directed to acquire Dynamic Signage: Centerline 30km for School zones.

The following are two separate analysis for Washington Street School zones and Thompson Ave.

Washington Street School Zones:

The City of Rosslands traffic data collector was set up during winter, spring and summer at the rainbow cross-walk at the school (Washington and Jubilee) and the corner of the upper section of Washington street and Plewman Way.

The Traffic data counters were set up for both directional traffic. The data collected for winter and spring were not 100% as we discovered repetitive readings at the same time and locations. Those were not included in this report. The summer data collected was at a 100% . We also included a pre and post dynamic traffic sign (pylon) installation data collection.

Washington street conclusion:

In the first table, the average speed on Washington and Jubilee before the Dynamic Signage was installed was at 39.2km/h. After Signage implemented, it went down to 34km/h. That is a 15% drop in speed. At Washington and Plewman, the average speed was 40.5km/h before installation. After installation of the dynamic signage, it fell to 36.4km/h with a reduced percentage of 11%.

The second table shows the comparisons of the break downs of the speed bins per day. These tables include a “Change” column to show the direction and amount of change.

• Healthy increase to the % of people going “normal” speeds (approx. +20% to +40%)

• A large decrease in the % of people going “speeding” speeds (approx. -15% to -35%)

• A decrease to the % of people speeding dangerously (now almost all below 1%) Additional Data to Note:

• Washington & Plewman Winter Average = 39.6km/h

• Washington & Jubilee Winter Average = 38.7km/h

• Max Speed: 95km/h at Washington and Jubilee (6am on Tuesday)

Traffic Volumes: Jubilee & Washington Winter Volume

2,144/day (1,200 northbound, 944 southbound)

Jubilee & Washington Summer Volume

2,027/day (1104 northbound, 923 southbound)

Plewman & Washington Winter Volume

1,052/day (548 northbound, 504 southbound)

Plewman & Washington Summer Volume

1,615/day (900 northbound, 715 southbound)

Washington & Jubilee (RSS)

Average Speed (before cones) = 39.2 km/h

Average Speed (after cones) = 34.0 km/h

Speed reduced by 5.2 km/h (15%)

Washington & Plewman

Average Speed (before cones) = 40.5 km/h

Average Speed (after cones) = 36.4 km/h

Speed reduced by 4.1 km/h (11%)

Before and After Comparison of Speed Bin Percentages by Day

Speed Bins are Normal (<=35km), Speeding (36-49km), Dangerous (>= 50km)

The Dynamic Signage is to be installed and maintained for Spring, Fall and Summer. In winter, the signage will have to be removed due to snow clearing. Public Works will be re installing the Local Traffic Only/ Red Mountain Traffic follow Highway sign at the base of Washington and Columbia and at the top of Plewman and Highway 3b to relieve traffic volumes. In addition, Public Works recommends installing 2 full time Happy/ Sad face speed readers. We have found them effective as we have placed our existing one around town. With councils approval, they will be installed at strategic locations to help with speed control throughout the winter.

Thompson Ave Speed Analysis:

Thompson Ave. delineators where installed based on recommendations from ICBC. The City have had mixed reviews from residents in the area stating "they are working to they are unsightly and do not work". The City only has documented data post installation. The city installed the traffic data collector during winter , spring and summer at 2300 block and Thompson & Washington. The 2300 block location would give approximate data pre delineation install.

The Traffic data counters were set up for both directional traffic. The data collected for winter and spring were not 100% as we discovered repetitive readings at the same time and locations. Those were not included in this report. The summer data collected was at 100% .

Thompson Ave conclusion:

In the first table, the average speed on Thompson 2300 block was 43km/h. At Thompson & Washington , the average speed was 37.8km/h. As expected, Thompson and Washington is an intersection and as so, should indicate a lower average of speed.

The Second table show percentages of traffic at Normal, Speeding and dangerous.

3200 Block Thompson

Thompson & Washington

SECOND TABLE

Additional Data To Note:

• 2300 block Thompson Ave. winter speed = 40.1 km/h

• Thompson & Washington Ave. Winter Speed = 38.1 km/h

• Max Speed: 84km/h at Thompson and Washington (3pm on a Tuesday)

• The current Dynamic signage at Washington and Jubilee would be ineffective due to the current design of the road. In order to be effective, there would need to be a edge of road barriers such as curb and gutter or delineators. If not, vehicles will not slow down, they proceed to go around and rut out the shoulder. Adding curb and gutter would need a redesign with drainage consideration and also would be costly. Installing added delineators would be only effective in the none winter months as they will need to be removed and also from feedback from the residents, delineators are not favorable as they are unsightly.

Traffic Volumes: 2300-block Thompson Winter Volume

770/day (361 westbound, 409 eastbound)

2300-block Thompson Summer Volume

854/day (395 westbound, 459 eastbound)

Thompson & Washington Winter Volume

966/day (461 westbound, 505 eastbound

Thompson & Washington Summer Volume

845/day (405 westbound, 440 eastbound)

The current delineators are slowing down traffic compared to the un delineated. Keep in mind that it is an intersection so vehicles should slowdown. From the data collected, the following options are for council decision.

Option 1: That Council direct staff to maintain delineators as is

Option 2: That Council direct staff to maintain delineators and purchase and install two happy/sad face permanent speed readers in the straight sections between intersections

Option 3: That Council direct staff to remove delineators and erect Stop signs (4 way stops) and purchase and install two happy/sad face permanent speed readers in the straight sections between intersections (ICBC stated that they did not support this design as it would increase the risk of collisions and speeding through stop signs)

Option 4: That Council direct staff to remove delineators and return Thompson Ave to its original state

BUDGET & ASSET MANAGEMENT CONSIDERATIONS:

Washington Street:

Option 1: Cost per unit not including installation: $5686.11 (not including tax) 2 Units needed at $11,372.22

Option 2: No Cost

Thompson Ave:

Option 1: No Cost

Option 2: Cost per unit not including installation: $5686.11 (not including tax) The City will only need 1 as we have one ready to install. Option 3: Cost per unit not including installation: $5686.11 (not including tax) Stop Signs install materials, equipment, labour $1500

Option 4: $350

ADVANCEMENT OF STRATEGIC PLANNING GOALS:

1.0 - Optimal Governance and Organizational Processes

LEGISLATIVE IMPACTS, PRECEDENTS, POLICIES:

N/A

ALTERNATIVES:

Washington Street:

Option 1: That Council Directs staff to no longer investigate Speed on Washington

Thompson Ave:

Otption1: That Council Directs staff to no longer investigate Speed on Washington

ATTACHMENTS:

g) RFD - Dynamic Signage and Traffic Calming Review

Submitted by:

Scott Lamont

Manager of Operations

Reviewed by:

Bryan Teasdale

Chief Administrative Officer/Corporate Officer

THE CITY OF ROSSLAND

REQUEST FOR COUNCIL DECISION October 5, 2020

Date: September 9, 2020 File No. 0110.04/2020

Topic: Dynamic Signage and Traffic Calming Measures Review

Submitted By: Scott Lamont, Manager of Operations RECOMMENDATION(S): That Council provide further direction to staff regarding possible future placement of dynamic signage / traffic calming measures in school/playground and high traffic residential zones. SUMMARY: Council had previously expressed some concerns regarding the disregard of the 30 km per hour speed zones along various streets in the City. Areas that have been specifically requested for further analysis include school zones, playground zones and Thompson Avenue. ANALYSIS: Over the years, the City has tried various traffic calming measures which includes calls to the RCMP, speed bumps, lowering of speed limits, addition of speed and warning signs, and temporary electronic indicating speed signs. These undertakings have provided little relief and/or compliance of posted speed limits. Currently, the City of Rossland is conducting a pilot project on Thompson Ave. This includes road narrowing methods with temporary delineators and one LED speed signage display that will be alternated between two permanent locations on Thompson Ave. This sign will be installed shortly as we are awaiting the pole installations. For a reactive approach, the City could consider the following options: Dynamic Signage: The Classic Radar-Based LED Speed Display The classic solar powered radar-based LED Speed Displays aim to influence driver behavior by showing them their speeds driven. It is an efficient way to reduce speed by 15-18% and increase traffic safety. Different speeds can be displayed in different colors, pictures of kids on the front plate and various LED-pictures like Smileys create even more awareness. These would be installed all year round and would have the capability for traffic counting and data collection.

Dynamic Signage: Center Line School/ Sidewalk Sign The signs would be installed on the centerline of the road during specific times of the year. As traffic approaches, the vehicle will slow as the distance between centerline and curb would be narrowed. The road lane width would be narrowed to 3.3m (which follow under our Subdivision and Development servicing Bylaw). They will be removed each Winter due to snow removal, holes filled to deter road deterioration and re- installed in the spring.

Speed Humps A speed hump is a raised portion of a road that creates a vertical motion for vehicles and discomfort that leads the driver to slow down. Its length is greater than the wheelbase of vehicles and the slope is gradual. These characteristics distinguish it from the speed bump which is more aggressive and not recommended for public roads. The center portion of a speed hump can be rounded or flat. Permanent speed humps and speed cushions are generally made of asphalt. Rubber models are temporary and can be removed for the winter. Speed humps and speed cushions are recommended in the following locations:

• Urban areas, i.e. streets with closed drainage (storm sewer) and curbs. Some municipalities install speed humps on roads with open drainage and no curbs, but it is necessary to prevent drivers to avoid them and drive on the shoulder by installing bollards.

• Streets with little through traffic that are not regular public transit, emergency vehicle

or trucking routes. These are mainly local roads and occasionally collector roads with two lanes of traffic.

• Residential streets, school zones and playground zones. • Sectors where the speed limit is 50 km/h or less. • Sectors where low speeds are desired (around 30 km/h).

Speed humps and speed cushions should be avoided in the following locations:

• On arterial roads, roads with through traffic, roads frequently traveled by public transit, trucks or emergency vehicles, and roads with four or more lanes of traffic.

• On approaches to intersections. • In curves or approaches to curves, on roads with a particularly pronounced slope (slopes

greater than 8%) or locations where traffic calming measures would not be sufficiently visible or could surprise drivers. The minimum stopping sight distance must be maintained.

• Before a driveway. Advantages of speed humps and speed cushions present the following: 1. Proven, lasting effectiveness at reducing speed, 2. At an intersection, a speed hump can serve as a raised crosswalk when it extends across an

entire intersection, and 3. Some models are removable and so able to control speeds when the problem is more

important, i.e. when it is not wintertime. Disadvantages of speed humps and speed cushions present the following: 1. Speed humps and speed cushions have little effect on speed for two-wheel motorized

vehicles, like cyclists, that can pass in the flat area on the edge of the curb. In the case of speed cushions, there is a risk that cyclists alter their trajectory to pass between the cushions in the middle of the road.

2. Increased noise because of vehicles decelerating and accelerating. 3. Due to Rossland’s steep streets and drainage considerations, an engineering review will be

needed to ensure safety of transportation, infrastructure, and private property. 4. Depending on the type of soil (Rossland is hollow), there is a risk that vibrations from passing

heavy vehicles can be felt in residences. 5. There is a risk of diverting traffic to neighboring roads 6. Speed humps negatively affect emergency vehicles (increasing response times by up to ten

seconds per speed hump). The City has previously installed speed bumps on Thompson Ave and received numerous complaints regarding noise and vibration – and as a result, they were eventually removed.

Traffic Data Collector Determine if there is a problem with speeding. To complete a proper analysis, we would need to have a baseline of information including traffic counts, speed averages and times. From that baseline we would determine peak speeding periods to optimize speed calming devices if there is evidence collected. Also, we could compare to British Columbia Traffic Data Program and/or work with ICBC for recommendations. OPTIONS AND ALTERNATIVES: Option 1: That Council Directs staff to further investigate and/or install The Classic Radar-Based LED Speed Display at staff-determined locations. Option 2: That Council Directs staff to further investigate and/or install Dynamic Signage Center Line School Sidewalk Sign at staff-determined locations. Option 3: That Council Directs staff to further investigate and/or install Speed Humps at staff-determined location. Option 4: That Council Directs staff to further investigate and/or install The Traffic Data Collector at staff-determined locations. Option 5: That Council Directs staff to no longer investigate any type of Dynamic Signage and/or traffic calming measures within the City BUDGET IMPLICATIONS: Option 1: Cost per unit not including installation: $5686.11 (excluding tax) Option 2: Cost per Sign not including installation: $300 (excluding tax) Option 3: Cost per unit not including installation: $1000 (excluding tax, engineering, or hardware) Permanent Paved: $10,000 Option 4: That Council Directs staff to further investigate Traffic Data Collector: $8,000 (excluding tax) Option 5: No Cost Approximate budget figures noted above are not currently contained in either the current 2020 Budget or 2020-2024 Financial Plan; therefore, future implementation of any desired activities would require Council to consider possible additions to existing budget figures.

LEGISLATIVE IMPACTS, PRECEDENTS and POLICIES: There is no formal requirement for a local government to install, maintain, operate, or complete activities related to placement o dynamic signage and/or traffic calming measures within a municipality. Although, City staff have incorporated previous traffic calming measures into recent large-scaled road rehabilitation projects with some success; there is no specific design that is a perfect fit for all areas of potential/perceived concerns within the community. Prepared by: Approved for Submission to Council:

______________________________ ______ Scott Lamont - Manager of Operations Bryan Teasdale - Chief Administrative Officer