A Transportation Plan for the Greenleaf Terrace Neighborhood

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Goal 3: Vehicles in Greenleaf Terrace travel at posted speed limits and cutthrough traffic is discouraged. Pedestrian safety is clearly the foremost concern of many Greenleaf Terrace residents. The root cause of the concern for safety undoubtedly stems from the perception shared by many residents of a vehicular speeding problem within the neighborhood. The vehicular speed data gathered by the City of Charlottesville substantiates the perception of a speeding problem within Greenleaf Terrace. A lack of traffic control is clearly not the issue; all major intersections surrounding the neighborhood are signalized and all internal intersections utilize stop signs. Vehicles reaching speeds above the posted limits primarily at “mid-block” locations, a situation that is amplified in Greenleaf terrace due to its meandering network of streets and relatively long distances on many streets between intersections. However, more can be done at some intersections to slow traffic as well. Residents complain of vehicles “tapping” their brakes at stop signs while continuing to roll through them- a potentially hazardous situation. Traffic calming solutions can be applied both at and in between intersections that will help significantly to slow traffic in the neighborhood. Cut-through traffic originating from outside Greenleaf Terrace also factors into the equation of pedestrian safety. An analysis of traffic volumes throughout the neighborhood (shown on Map 6, p. 15) indicate that some vehicles may be choosing to pass through the neighborhood rather than wait for signals at the busy intersections on Rugby Road. It is also apparent from traffic count data that Walker Elementary is a major generator of trips through the neighborhood. The use of traffic calming devices will not only aid in reducing traffic speed through the neighborhood, but will help make the local streets of Greenleaf Terrace less attractive and convenient to traffic from outside destinations. Objective 3.1: Install speed humps at strategic locations to help slow vehicular traffic Figure 3: Speed hump Source: ci.muscatine.ia.us Speed bumps have been utilized for many years in the reduction of vehicle speeds. While they can be effective in reducing vehicle speeds, speed bumps are also designed for very low speed traffic and are usually found in parking lots rather than on local streets. Typically, “speed humps” are used on local streets to slow traffic; they are less abrupt and therefore allow slightly faster crossing speeds and less noise that created by a speed bump (See Fig. 2). According to the Charlottesville
Traffic Calming Device Implementation Guidebook, when a vehicle traverses speed humps or “speed tables,” “a rocking motion is created that results in most vehicles slowing to 15 miles per hour or less.” 19 All speed humps should include signs warning drivers of their presence and should span the entire width of the travel lanes to discourage drivers from maneuvering around the devices. According to analysis of collected speed data within Greenleaf Terrace (Map 7, p. 18), all collection points showed 85 th percentile speeds above the posted speed limit of 25 miles per hour. All roads where speeds were measured exhibit a moderate to serious speeding problem, according to the definitions provided by the City of Charlottesville. 20 Both Rose Hill Drive and Oxford Road include relatively long stretches of road between intersections. Rose Hill Drive between Oxford Road and Greenleaf Lane measures approximately 1000 feet between intersections; the stretch of Oxford Road between Rugby Road and Wellford Street measures an even longer 1600 feet. These long sections of uninterrupted roadway allow vehicles to reach speeds well in excess of the posted limit before encountering any obstacles. Because of this potential for reaching high speeds, both of the aforementioned sections of roadway should be given the highest priority for speed hump installation. Other well traveled sections of road that would benefit from speed humps include the entire length of Gentry Lane, the entire length of Wellford Street and the remaining length of Rose Hill Drive. Objective Implementation: The city of Charlottesville should install speed humps in a manner that will render them most effective for the reduction of vehicle speeds. Recommended locations for the speed humps are shown on Map 11. Long stretches of roadway may require a series of speed humps placed 300-600 feet apart to see the most benefit in speed reduction. 21 Speed humps may be constructed from a variety of different materials and with a varying degree of permanence. Speed humps/tables may be constructed of asphalt or they may be composed of a dense rubber or plastic material that is affixed to the roadway. Currently, a “moderate” speeding condition is required to install speed tables, while the utilization of speed humps requires a “serious” condition. 22 It is recommended that this discrepancy in the Charlottesville Traffic Calming Guidelines be changed to allow the installation of lower-cost speed humps in moderate speed situations. Objective 3.2: Install traffic circles at the intersections of Del Mar Drive & Greenleaf Lane, Del Mar Drive and Oakleaf Lane, Oxford Road & Rose Hill Drive and Dairy Road/Gentry Lane/Rugby Road to help slow and better manage vehicular traffic 19 2000 City of Charlottesville Traffic Calming Device Implementation Guidebook 20 2000 City of Charlottesville Traffic Calming Device Implementation Guidebook 21 2000 City of Charlottesville Traffic Calming Device Implementation Guidebook 22 2000 City of Charlottesville Traffic Calming Device Implementation Guidebook
Page 1 and 2: A Transportation Plan for the Green
Page 3 and 4: Introduction The following document
Page 5 and 6: Existing Conditions General Neighbo
Page 7 and 8: The table indicates that, while all
Page 9 and 10: Existing Road Infrastructure Map 2,
Page 11 and 12: Map 3: Traffic Signals and Signs 25
Page 13 and 14: Map 4: Bicycle &Pedestrian Accommod
Page 15 and 16: Map 5: Public Transit Service HOLID
Page 17 and 18: Map 6: Average Daily Traffic Volume
Page 19 and 20: A close examination of directional
Page 21 and 22: Traffic Speeds All roads within the
Page 23 and 24: Accident Statistics Traffic acciden
Page 25 and 26: Greenleaf Terrace in Existing Trans
Page 27 and 28: ather than bike or walk due to a la
Page 29 and 30: Neighborhood Assets & Liabilities A
Page 31 and 32: Goal 3: Vehicles in Greenleaf Terra
Page 33 and 34: sidewalk installation. Installation
Page 35 and 36: The third and final high priority p
Page 37 and 38: Objective Implementation: The City
Page 39 and 40: Map 10: Proposed Bicycle Accommodat
Page 41 and 42: Objective 2.2: Extend bike lanes on
Page 43: Map 11: Proposed Traffic Calming Me
Page 47 and 48: scale lighting should also be used
Page 49 and 50: Goal 4: Public transit is a conveni
Page 51 and 52: population, many Greenleaf Terrace
Page 53 and 54: Action Install traffic circle at De
Page 55 and 56: Appendix A Traffic Count Data Sheet
Page 57 and 58: Nu-Metrics Traffic Analyzer Study C
Page 63: Nu-Metrics Traffic Analyzer Study C
Page 72: Appendix B Traffic Calming Analysis
Page 77 and 78: Figure 2: Criteria for determining

A Transportation Plan for the Greenleaf Terrace Neighborhood

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