Since our letter to Rosewater Community – North of Grand Junction Road in March 2016 seeking feedback regarding traffic issues in your street and the study area, Council and our traffic consultants (SMEC & Cirqa), in conjunction with a Community Reference Group have developed a proposed LATM Scheme. The Community Reference Group consists of six residents from different streets in the study area.
The scheme that has been developed considered the following:
Rosewater Community –North of Grand Junction Road and Port Adelaide Bicycle User Group are invited to provide feedback on the proposed LATM devices by completing and returning the enclosed questionnaire in the reply paid envelope or by emailing firstname.lastname@example.org. The closing date for comments is Monday 5 December 2016. Please complete one questionnaire per household. All representations will be considered by the Project Team.
Council staff, SMEC and the Community Reference Group will then review the community feedback and present a final LATM Scheme to Council’s Elected Members for consideration and endorsement through the Ordinary Council Meetings. After final endorsement by Council, residents will be notified of the final LATM Scheme and localised consultation will be undertaken with the adjacent properties as part of the detailed design process.
There are a number of traditional traffic management treatments that can be used to provide an area wide traffic management plan.
Different devices are targeted to address different issues, however there is no one 'silver bullet' which is 100% effective in addressing an issue, and most will have benefits and dis-benefits for differing types of road users. The intention is to influence behaviours (particularly driver behaviour) to produce safer road environments in these local residential areas.
The following provides a brief explanation of the various treatment types that the study team has considered in developing the Rosewater LATM plan.
In South Australia, all traffic control devices must comply with the Manual of Legal Responsibilities and Technical Requirements for Traffic Control Devices: Part 2 – Code of Technical Requirements (“The Code”), as well as relevant Australian Standards and Austroads’ Guidelines.
LATM devices shall accommodate the needs of pedestrians and cyclists, with cyclist bypasses provided where appropriate.
Kerb protuberances are extensions to the existing kerb and water table along each side of the road. Kerb protuberances are generally installed at road intersections, and provide the following benefits:
Consideration will be given to the position of the kerb protuberance in relation to the through land width, while still enabling cyclists relatively unimpeded travel along a road, without the need to move into the through lane. This is especially important on higher trafficked roads, where cyclist would find it difficult to merge into the through traffic stream.
Contrasting pavement is another method used to indicate to drivers that they are entering a different road environment. It is one of the simpler treatments to install, particularly as it is at the existing road levels, and so there is no impact on drainage and bicycle in comparision to some of the other treatments. Contrasting Pavement provides the following benefits:
Modified T-Junctions are used to affect a change in the vehicle travel path thereby slowing traffic via deflection of traffic movements and/or reassignment of priority. They act in a similar manner to slow points in moderating traffic speeds but at a three-way intersection. When used in series they can provide effective speed control down the length of a street. When used to change priority, the terminating leg of the intersection is connected to one 90 degree intersection leg to become the new priority carriageway. Modified T-Junctions provide the following benefits:
A Flat Top Road Hump is a reaised surface approximately 75~100mm high and typically with a 2 to 6m long platform ramped up from the normal level of the street. Flat Top Road Humps with ramp gradients of 1:15 to 1:20 are generally regarded as bicycle friendly. Flat Top Road Humps provide the following benefits: