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areas in the roadway, not be confused with the narrower speed bumps. And as a final resort, street closures can be employed, such as at the Old Ivy Road/Roswell Road/Piedmont Road intersection.
Of course, the placements of any physical deterrents need to be approved both from design criteria and budget standpoints. Where there is blatant disregard for the safety of our homeowners and pedestrians (cross walks, for example) we usually can move the process quite rapidly. I suppose enough studies exist to back our safety platform. Here is what studies have shown: pedestrian accidents at speeds of less than 20mph are usually not serous. From 20-35, injuries are much more serous though not always fatal. Above 35mph, they usually involve fatalities. This, of course, is one reason why most neighborhoods with the likelihood of pedestrian traffic post 25mph speed limits.
The more elaborate measures, such as using medi
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ans and refuge islands, have been used where pedestrian crossings are vital to intersection design. These measures also help slow down traffic by limiting the driver's field of view. When landscaped properly, they can be visually pleasing, as well.
I haven't forgotten about the use of traffic signals/stop lights and stop signs. These too play a role in the overall effectiveness of street and highway design. Depending on the circumstances, suggestions for such measures seem to fall under a whole other set of guidelines (minimum traffic volume, peak demand periods, etc.) and there are differing views as to their effectiveness when used for traffic calming.
With so many options to be considered, the Traffic Committee's responsibility is to consider innovative measures along with traditional means. With no shortage of technology at our disposal, our goal is to ensure that traffic calming objectives can be met with minimum use of disruptive techniques.
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