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2023 Traffic Safety Study
BID #: N/A
ISSUED: 7/1/2023
DUE: TBD
VALUE: $650,000
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Executive Summary
This document is a traffic safety study conducted by Michael Baker International for the Borough of Waldwick. The study addresses public safety concerns regarding traffic speeds on neighborhood roadways, specifically those bounded by Franklin Turnpike, NJ Route 17, East Prospect Street, and Mackay Avenue. It recommends traffic calming measures to improve vehicular speed compliance, reduce cut-through traffic, and enhance pedestrian safety. Recommendations include high-visibility crosswalks, speed cushions, painted curb extensions, speed feedback signs, and a 6-ft striped sidewalk in lieu of street parking on Nordham and Centre Street.
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Document Text
--- Document: 2023 Traffic Safety Study Document ---
Michael Baker International, Inc.
Page 1
Borough of Waldwick Traffic Safety Study
Traffic Calming Measures for Neighborhood Roadways
Prepared for:
Borough of Waldwick
July 2023
Prepared by:
Michael Baker International, Inc.
300 American Metro Boulevard
Hamilton, NJ 08619
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 2
Table of Contents
Introduction .......................................................................................................................................................................... 3
Traffic Data Collection ........................................................................................................................................................... 3
Speed and Volume Data .................................................................................................................................................... 3
Crash Data ............................................................................................................................................................................. 8
Traffic Calming Measures ..................................................................................................................................................... 9
Roadway Segments ........................................................................................................................................................... 9
Intersections ................................................................................................................................................................... 12
Countermeasure Summary ............................................................................................................................................. 16
Recommendations .............................................................................................................................................................. 17
Countermeasure Selection.............................................................................................................................................. 17
Countermeasure Placement ........................................................................................................................................... 18
Site Specific Suggestions ................................................................................................................................................. 21
Countermeasure Cost Estimate ...................................................................................................................................... 22
Road Closures with Route 17 SB Investigation (E.g., Cul-De-Sac) ....................................................................................... 23
Traffic Impact Study ........................................................................................................................................................ 25
Conclusion ........................................................................................................................................................................... 26
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 3
Introduction
The study includes traffic speed and volume collection to frame a potential traffic safety issue and to recommend safety countermeasures
within the roadways bounded by Franklin Turnpike to the west, NJ Route 17 to the east, East Prospect Street to the south, and Mackay
Avenue to the north. The Borough of Waldwick initiated this study in response to safety concerns over traffic speeds raised by members of
the public, with the goal of developing a safer street grid. The study’s Purpose and Need is to recommend traffic calming measures within
the study area to improve vehicular speed compliance and address the vehicular speeding issue evidenced through traffic data collection.
Traffic Data Collection
Speed and Volume Data
A speed study was conducted to determine the speed and volume of vehicles in the study area at 16 locations. Table 1 below lists the data
collection locations are listed below with 24-hr volume totals measured on Jan 18, 2023. which is shown in Table 1 below.
Table 1: 24-Hour Traffic Volumes by Location, Collected on Jan 18, 2023
Location
Direction
24-Hr Volume
Location 1:
East Prospect Street
between Nordham St and Ridge St
EB
6757
WB
7889
Bi-Directional
14646
Location 16:
East Prospect Street
between Franklin Tpk and Centre St
EB
7353
WB
8076
Bi-Directional
15429
Location 2:
Ridge Street
between Dora Ave and Grove St
NB
990
SB
680
Bi-Directional
1670
Location 3:
Grove Street
between Nordham St and Ridge St
EB
158
WB
280
Bi-Directional
438
Location 4:
Waldwick Avenue
between Nordham St and Ridge St
EB
199
WB
158
Bi-Directional
357
Location 5:
Lincoln Place
between Nordham St and Ridge St
EB
187
WB
164
Bi-Directional
351
Location 6:
Nordham Street
between Lincoln Pl and Bergen Ave
NB
575
SB
479
Bi-Directional
1054
Location 7:
Bergen Avenue
between Nordham St and Ridge St
EB
607
WB
258
Bi-Directional
865
Location 8:
Ridge Street
between Summit Ave and Bergen Ave
NB
658
SB
520
Bi-Directional
1178
Location 9:
Summit Avenue
between Nordham St and Ridge St
EB
529
WB
508
Bi-Directional
1037
Location 10:
Summit Avenue
between Centre St and Park Ave
EB
315
WB
353
Bi-Directional
668
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 4
Location
Direction
24-Hr Volume
Location 11:
Bergen Avenue
between Cortland St and Central Ave
EB
564
WB
320
Bi-Directional
884
Location 12:
Centre Street
between Lincoln Pl and Bergen Ave
NB
276
SB
210
Bi-Directional
486
Location 13:
Lincoln Place
between Cortland St and Central Ave
EB
173
WB
223
Bi-Directional
396
Location 14:
Waldwick Avenue
between Central Ave and Centre St
EB
250
WB
242
Bi-Directional
492
Location 15:
Grove Street
between Central Ave and Centre St
EB
303
WB
305
Bi-Directional
608
Speed data collected over the same 24-hour period on Jan 18, 2023 is presented in Figures 1 and 2. These figures show where drivers
exceeded the 25 MPH speed limit, with Figure 1 indicating that more than half of the drivers on yellow, orange, and red roadways were
driving above the speed limit, as reflected by the 50th percentile speed or median. Meanwhile, Figure 2 depicts the 85th percentile speeds,
where 15 percent of drivers are above the 85th percentile and the rest are below, highlighting the prevalence of excessive speeds throughout
the entire study area. Full-size versions of Figure 1 and Figure 2 can be found in Appendix A.
The data collected on January 18th, 2023, demonstrates that speeding is a consistent issue across the entire study area. Although analysis
revealed that motorists most frequently exceeded the posted speed limit by less than 5 MPH, a substantial portion of drivers traveled at 10
MPH or more above the posted speed limit. Throughout the entire study area, approximately 2,100 motorists traveled at 35 MPH or more
in a 24-hour period for all measured roadways. The largest contributors to this figure are East Prospect Street and Nordham Street, where
more than 2,000 drivers exceeded the posted speed limit by more than 10 MPH. While the highest speeds are primarily on these two roads,
the neighborhood streets also experienced excessive speeds that could be addressed through engineering countermeasures.
To assess the extent of the speeding problem and determine if engineering interventions are necessary to reduce speeds in the study area,
the project team adopted the Institute of Transportation Engineers' (ITE) criteria for identifying speeding issues. While definitions of
speeding vary region to region, according to ITE’s publication "A Guide to Speed Reduction Techniques: Planning and Design of Speed
Humps, Speed Tables, and Other Related Measures" (2022) the following roadway conditions may indicate a speeding issue:
1. Excessive Speed:
a. Percent of vehicles exceeding posted speed by 5+ MPH above 25 percent (excessive)
b. Percent of vehicles exceeding posted speed by 10+ MPH above 10 percent (racing)
2. Uniformity of Speed:
a. Pace speed1 percentage below 70 percent
b. Pace speed above 20 MPH to 30 MPH (30 km/h to 50 km/h)
3. Speed: 85th percentile 7 MPH (11 km/h) above posted speed
4. Volume: Daily vehicle volume of 2,000 vpd and greater [on neighborhood streets]
5. Street Width: Pavement width greater than 32’ (9.8 m)
6. Parking: No parking allowed or limited use of on-street parking
Using ITE’s guidance, Michael Baker determined that all locations analyzed within the study area meet at least one of the definitions for
the presence of speeding issues. The most common criteria met are Criteria 2b: Uniformity of Speed, Criteria 3: Speed, and Criteria 1a:
Excessive Speed. Criteria 2b was satisfied at all 16 locations within the study area, while Criteria 3 and Criteria 1a were met at six (6) and
1 Pace speed is the 10 MPH range of speeds that comprises the largest portion of motorists in the traffic stream on a given roadway.
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 5
five (5) of the study locations respectively. The analysis performed highlights that speeding is an issue of the neighborhood streets of
Waldwick Borough. The full results of the analysis can be found in Appendix B.
In addition to evaluating Waldwick’s roads for speeding issues using ITE’s guidance, Michael Baker developed a list of the facilities in order
of the number of vehicles exceeding the speed limit (25 MPH). This list identifies the top speeding locations and can be used to prioritize
the Borough’s investments in countermeasures to reduce speeding. Shown in Table 2, Waldwick’s roads are listed in descending order by
the total number of vehicles exceeding 25 MPH during the 48-hr data collection period.
Table 2: 48-Hour Traffic Volumes over 25 MPH by Location
Rank
Location
Bi-Directional Volume Traveling
Above 25 MPH over 48-hr Period
1
Location 1: East Prospect Street
between Nordham St and Ridge St
21144
2
Location 16: East Prospect Street
between Franklin Tpk and Centre St
11360
3
Location 6: Nordham Street
between Lincoln Pl and Bergen Ave
2315
4
Location 2: Ridge Street
between Dora Ave and Grove St
1714
5
Location 11: Bergen Avenue
between Cortland St and Central Ave
1244
6
Location 9: Summit Avenue
between Nordham St and Ridge St
908
7
Location 10: Summit Avenue
between Centre St and Park Ave
814
8
Location 15: Grove Street
between Central Ave and Centre St
718
9
Location 7: Bergen Avenue
between Nordham St and Ridge St
681
10
Location 8: Ridge Street
between Summit Ave and Bergen Ave
523
11
Location 13: Lincoln Place
between Cortland St and Central Ave
456
12
Location 5: Lincoln Place
between Nordham St and Ridge St
436
13
Location 4: Waldwick Avenue
between Nordham St and Ridge St
424
14
Location 14: Waldwick Avenue
between Central Ave and Centre St
385
15
Location 12: Centre Street
between Lincoln Pl and Bergen Ave
270
16
Location 3: Grove Street
between Nordham St and Ridge St
187
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 6
Figure 1: 50th Percentile Speed for Study Area
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 7
Figure 2: 85th Percentile Speed for Study Area
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 8
Crash Data
Figure 3: Crashes within Study Area (2016 – 2020)
Crash data was collected using NJDOT’s Safety Voyager software. Between 2016 and 2020, 98 crashes occurred on roads within the study
area. These crashes typically resulted in minimal or no injuries and occurred during daytime hours in clear weather conditions. Crashes
occurred most frequently on East Prospect Street, Nordham Street, Bergen Avenue, and Dora Avenue. Crash patterns mirror the collected
vehicle speed data, occurring more frequently where speeds are higher. Crash clusters are present near Route 17 SB and at intersections
on roadways where the highest vehicle speed and number of speeding vehicles were recorded (East Prospect Street & Nordham Street).
Additional crash data can be found in Appendix C.
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 9
Traffic Calming Measures
With the goal of reducing speeds and improving safety within the project area, Michael Baker has assessed several traffic calming devices.
Each of the traffic calming treatments listed below has been evaluated based on three criteria: its ability to reduce speed, its ability to
reduce traffic volumes, and its impact on emergency vehicle response times. These treatments are not mutually exclusive and multiple
options can be applied to the roadway to compound traffic calming effects.
Roadway Segments
1. Chicanes
•
Speed Reduction – Moderate (5-13 mph)
•
Traffic Volume Impact – Moderate
•
Emergency Vehicles Impacts – Low
•
Cost – Low (<$6k) to Medium ($6k-$15k). Cost varies greatly depending on chicane design. Simple designs deploying
pavement striping, epoxy paint, and flex post delineators are cheap and easy to install. Designs that involve curb line
reconstruction, or adding new curbing with rain gutters, will be more expensive.
•
Similar treatments – Delineated On-Street Parking (Low ($6k)), Gateway Treatment (Medium ($6k-$15k))
•
Applicability – Appropriate on residential streets with volumes less than 3,500 vehicles per day.
•
Placement of Measures – Placed in series along roadway segment. Can also be used as a gateway treatment when
placed in close proximity to an intersection.
•
Compounding Treatments – Can be used in conjunction with intersection traffic calming measures, such as speed
cushions and curb extensions.
•
Quick Build Option – Pavement striping and flex post delineators.
Figure 4: Chicane Treatments (Left – Low Cost Quick Build Option; Right – Permanent Feature with adjusted Curb Line)
(Source: City of Edmonton - Community Traffic Management)
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 10
2. Choker
•
Speed Reduction – Low (3-4 mph)
•
Traffic Volume Impact – Low
•
Emergency Vehicles Impacts – Low
•
Cost – Low (<$6k) to Medium ($6k-$15k). Cost varies greatly depending on choker design. Simple designs deploying
pavement striping, epoxy paint, and flex post delineators are cheap and easy to install. Designs that involve curb line
reconstruction, or adding new curbing with rain gutters, will be more expensive.
•
Similar treatments – Painted Chicanes (Low (<$6K)), Painted Curb Extensions (Low (<$6K))
•
Applicability – Appropriate on residential streets with volumes less than 3,500 vehicles per day.
•
Placement of Measures – Placed along roadway segments
•
Compounding Treatments – Can be used in conjunction with intersection traffic calming measures, such as speed
cushions and curb extensions.
3. Speed Cushion
•
Speed Reduction – Moderate to High (15 to 20 mph). Varies based on spacing between traffic calming devices.
•
Traffic Volume Impact – Low to High. Most effective when placed in series.
•
Emergency Vehicles Impacts – Low. Design provides an unobstructed path for Emergency Response Vehicles.
•
Cost – Low (<$6k per location). The cost for asphalt cushions varies between $2,500 and $6,000 per location
o NJ School Zone Design Guide: Cost Estimate $1k to $12k
•
Similar Treatments – Speed Hump (Low (<$6k)), Speed Table (Medium ($6k-$15k)), Raised Crosswalk (Medium ($6k-
$15k)), Raised Intersection (High (>$15k))
•
Applicability – Appropriate for relatively low traffic volume (<5,000 vpd).
•
Placement of Measures – Placed midblock, approximately 150’ from unsignalized intersections.
•
Compounding Treatments – For best results place speed cushions every 250-300’. Can be used in conjunction with all
other road segments and intersection traffic calming measures.
•
Quick Build Option – Rubber mat speed cushions
o Cost – Low (<$6k per location). The cost varies between $2,500 and $5,500 per location. The lower range reflects
only 2 cushion per location (no cushions in parking lanes) and the higher range represents 4 units per location.
Figure 5: Speed Cushion (Left – Temporary Speed Cushion Mats; Right – Asphalt Speed Cushions)
(Source: Google)
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 11
4. Speed Feedback Sign
•
Speed Reduction – Moderate (5-9mph)
•
Traffic Volume Impact – Low
•
Emergency Vehicles Impacts – Low
•
Cost – Medium ($6k-$15k) to High (>$15k). Cost of a radar speed sign can range from $1900 up to $7500 per sign.
•
Similar Treatments – SLOW pavement markings
•
Applicability – Appropriate for relatively low traffic volume.
•
Placement of Measures – Applicable at locations within network where speeding is most prevalent.
•
Compounding Treatments – Can be used in conjunction with all other road segments and intersection traffic calming
measures.
•
Quick Build Option – Speed Display with solar panel added to existing Speed Limit sign, or mobile Speed Feedback
Trailer
•
Considerations:
o Power supply required
o Effectiveness can degrade over time as drivers become accustomed to the sign
o Installation should be accompanied by targeted enforcement on a recurring basis
o Mobile units can help avoid degradation of effectiveness by changing installation location on a regular basis
(several times a year)
Figure 6: Speed Feedback Signs (Left – Permanent Fixture; Center and Right – Temporary Installments)
(Source: Google)
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 12
Intersections
1. Neighborhood Traffic Circle
•
Speed reduction – Moderate (5-13 mph). Varies based on design.
•
Traffic Volume Impact – Low to Moderate. Most effective when placed in series.
•
Emergency Vehicles Impacts – Low
•
Cost – Medium ($6k-$15k) to High (>$15k). Typical range between $15,000 and $60,000.
•
Similar Treatments Miniature-Roundabout
•
Applicability – Appropriate for relatively low traffic volume (2,000-3,500 vehicles per day or less).
•
Placement of Measures – Located at intersections.
•
Compounding Treatments – Can be used in conjunction with all other road traffic calming measures. Most effective
when used in series.
•
Quick Build Option – Traffic cones, flex-post delineators, or landscaped planters
Figure 7: Neighborhood Traffic Circle
(Source: FHWA Traffic Calming ePrimer)
2. Curb Extension
•
Speed Reduction – Moderate (3-4 mph)
•
Emergency Vehicle Impacts – Low
•
Traffic Volume Impact – Low
•
Cost – Medium ($6k-$15k) to High (>$15k). If drainage is not an issue, typical cost for four corner extensions ranges
between $8,000 and $12,000; if drainage alteration is required, cost can increase to $40,000.
•
Similar treatment – Choker (Medium ($6k-$15k)
•
Applicability – Appropriate for relatively low traffic volume.
•
Placement of Measures – Primarily used at intersections to reduce pedestrian crossing distance and visibility and to slow
the speed to turning vehicles, reducing crash chances.
•
Compounding Treatments – can be used with raised crosswalks, as well as all road segment treatments.
•
Quick Build Option – Curb extensions can be implemented using interim materials such as delineator post, epoxied
gravel paint, and pavement striping. Painted curb extensions do not require alterations to existing drainage facilities.
o Cost: Low (<$6k)
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 13
Figure 8: Curb Extensions (Left – Painted Blub-outs; Right – Permanent Landscaped Curb Extension)
(Source: Google)
3. Raised Crosswalk
•
Speed Reduction – Moderate (6-9 mph)
•
Traffic Volume Impact – Low to Moderate. Most effective when placed in series
•
Emergency Vehicles Impacts – Low
•
Cost – Medium ($6k-$15k). Typically requires more material than a speed hump; cost ranges between $4,000 and $8,000.
•
Similar Treatments – Speed Hump (Low (<$6k)), Speed Table (Medium ($6k-$15k)), Raised Intersection (High (>$15k))
•
Applicability – Appropriate for relatively low traffic volume.
•
Placement of Measures – Can be installed at both midblock and intersections.
•
Compounding Treatments – Works well with curb extensions. Can also be used in series with speed cushions for
maximum volume and speed reduction results.
•
Quick Build Option – Installing rubber mat raised crosswalks are a cheaper, temporary solution that can be installed
quickly, but will not last as long and may not be as effective.
Figure 9: Raised Crosswalk
(Source: Google)
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 14
4. Raised Intersection
•
Speed Reduction – Low
•
Traffic Volume Impact – Low
•
Emergency Vehicles Impacts – Low
•
Cost – High (>$15K)
•
Similar Treatments – Speed Table (Medium ($6k-$15k)), Raised Crosswalk (High (>$15k))
•
Applicability – Appropriate on streets with volumes up to 10,000 ADT.
•
Placement of Measures – Primarily used at intersections.
•
Compounding Treatments – can be used all road segment treatments.
•
Quick Build Option – NA
Figure 10: Raised Intersection
(Source: FHWA Traffic Calming ePrimer)
5. Conversion from Two-Way to All-Way Stop Sign Control (along Nordham Street and Centre Street)
•
Speed Reduction – Low
•
Traffic Volume Impact – Low
•
Emergency Vehicles Impacts – Low
•
Cost – Medium ($6k-$15k)
•
Similar Treatments – N/A
•
Applicability – Should meet MUTCD warrants for All-Way
Stop Control.
•
Placement of Measures – Intersections that meet warrant
thresholds.
•
Compounding Treatments – Can be used in conjunction
with all other road traffic calming measures.
•
Quick Build Option – SLOW pavement markings
•
Note – This treatment is not a FHWA proven speed
management countermeasure.
Figure 11: All-Way Stop Conversion
(Source: Google)
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 15
6. Full Closure (AKA cul-de-sac)
•
Speed Reduction – Low (~3mph)
•
Traffic Volume Impact – High. Produces largest reduction in traffic volume on subject street among all traffic calming
measures.
•
Emergency Vehicles Impacts – High. Can be modified to include removable delineators, breakaway or lockable bollards,
lockable gates, low landscaping, or a mountable curb apron along with a passable area wide enough for an emergency
vehicle; still adds delay.
•
Cost – Medium ($6k-$15k) to High (>$15k). Simple closure can cost less than $10,000; complex closure with drainage
modifications can cost as much as $100,000.
•
Similar Treatments – Can be designed to include removable delineators, breakaway or lockable bollards, lockable gates,
low landscaping, or a mountable curb apron along with a passable area wide enough for an emergency vehicle
•
Applicability – Appropriate for relatively low traffic volume.
•
Placement of Measures – At the Rt 17 and local street intersections.
•
Compounding Treatments – Compatible with other treatments, however, due to the high efficiency of preventing cut-
through traffic, other traffic calming measures may not be necessary.
•
Quick Build Option – Landscape planters.
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 16
Countermeasure Summary
Countermeasure
Speed
Reduction
Traffic Volume
Reduction
Emergency
Services
Impact
Cost1
Road Segments
Roadway Restriping
Low to
Moderate
Low to
Moderate
Low
Low to Medium
Hardened Chicanes or Chokers
Moderate
Moderate
Low
Medium to High
Painted Chicanes or Chokers
Moderate
Moderate
Low
Low
Speed Cushion (Asphalt)
Moderate to
High
Low to High
Low
Low
Speed Cushion (Rubber Mats)
Moderate to
High
Low to High
Low
Low to Medium
Speed Feedback Signs
Moderate
Low
Low
Low to Medium
Intersections
Neighborhood Traffic Circle
Moderate
Low to
Moderate
Low
Medium to High
Hardened Curb Extension
Moderate
Low
Low
Medium to High
Painted Curb Extension
Moderate
Low
Low
Low
Raised Crosswalk
Moderate
Low to
Moderate
Low
Medium
Raised Intersection
Low
Low
Low
High
All-Way Stop Sign Control
Conversion
Moderate
Low
Low
Medium
Full Closure (AKA cul-de-sac)
Moderate
High
High
High
Notes:
1. Cost Information pulled from the FHWA’s Traffic Calming ePrimer free online resource.
Link: https://highways.dot.gov/safety/speed-management/traffic-calming-eprimer
2. Blue denotes recommended countermeasures, as discussed below.
3. A conceptual cost estimate for the proposed countermeasures is provided in Appendix D.
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 17
Recommendations
Countermeasure Selection
After reviewing Waldwick’s unique speed and volume conditions, Michael Baker recommends the installation of high visibility crosswalks
at key locations to improve safety conditions for crossing pedestrians, and recommends speed cushions, painted curb extensions, and
speed feedback signs as speed-reduction measures due to their ease of construction, lower cost, and flexibility in terms of ease of
deployment. The proposed traffic calming measures have short-term build alternatives, such as rubber mat speed humps and epoxied
gravel paint curb extensions, that can be implemented using durable materials, prior to permanent installation of sometimes more
aesthetically pleasing permanent materials in asphalt and concrete. A conceptual cost estimate is provided in Appendix D.
Rubber mats are a common type of speed cushion used across North America. There are several suppliers offering benefits from precision
designs to environmentally friendly products. Rubber mat speed cushions have been used as a temporary device to gauge public reaction
and evaluate effectiveness before proceeding with permanent structures made of asphalt. However, if using rubber mats as speed cushions,
they should be marked and signed as if they were permanent features. Reflectors or delineators should be installed adjacent to the features
to alert maintenance crews of their presence to avoid damaging the device during snow or leaf removal. Speed cushions should be
combined with flexible delineators to form a narrowed roadway or ‘choker,’ which reduces total costs by effectively narrowing the roadway
width and minimizing the number of speed cushions needed per location.
According to ITE’s “Guide to Speed Reduction Techniques; Planning and Design of Speed Humps, Speed Tables, and Other Related
Measures” (2022), when speed cushions (either asphalt or rubber) comply to design guidance, there are no adverse noise impacts on the
surrounding community. Studies have even concluded speed cushions can result in less traffic noise due to lower operating speeds of
vehicles. However, this noise reduction may be offset by the noise of braking and accelerating at speed humps and loose objects moving
around in the back of larger vehicles (such as pick-up trucks or service vehicles). The speed cushions are designed to accommodate service
vehicles, so this concern has been mitigated.
Epoxied gravel painted curb extensions with flex post delineators should be the first phase of full curb extensions. Painted curb extensions
can include a community engagement aspect as well. The community members can choose to have painted murals or landscaped planters
within the limits of the curb extension space. Additionally, studies have shown that engaging community members, who may also be
speeding, in traffic calming measure discussions helps to change their driving behaviors as well.
Permanent concrete curb extensions may be considered in a future construction phase. Permanent features may be more aesthetically
pleasing, and may eliminate the need to maintain the flexible delineators common to impermanent applications. Research is incomplete to
suggest whether temporary or permanent curb extension installations perform differently with respect to their speed reduction value.
Ultimately, curb extensions will require the relocation of the curb line which can impact drainage of the roadway. Field inspection of the
intersections where curb extensions are recommended confirms the presence of drainage inlets typical at all four intersection corners.
Permanent concrete curb extension construction would require reconstruction of the curbline and drainage inlet relocation and
reconstruction. Several drainage alternatives may be explored in a future project phase to balance drainage function and construction cost.
Chicanes and chokers, or road-narrowing features were also deemed appropriate for recommendation on neighborhood streets within the
project limits. Chicanes and chokers have quick-build applications, and may be retrofitted into permanent installations upon community
approval. Chicanes and chokers are most effective in reducing speeds when traffic volumes are relatively balanced in both directions,
therefore special attention should be paid to street selection. The volume data table above identities Waldwick Avenue, Lincoln Place,
Summit Avenue, Grove Street and Centre Street have equal traffic volumes of equal distribution. Chicanes can also be used as a gateway
treatment by installing a series of two (2) bulb-outs staggered on alternating sides of the street within the vicinity of an intersection.
The project team notes that chicanes are compatible with speed cushions and may reduce total costs when combined by effectively reducing
the roadway width and minimizing the number of speed cushions needed per location. If temporary installations are positively reviewed
by the public, the Borough may install permanent chicanes or chokers using either flex post or curb reconstruction (narrowing). For
permanent chicane or choker installations which modify the curbline, roadway drainage patterns must be examined. Chicanes or chokers
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 18
can be built to maintain the existing gutter line or to integrate with rain gardens and vegetation. Signage will be required to alert drivers
to the presence of permanent chicanes.
High visibility crosswalks are an FHWA Proven Safety Countermeasure, and can lower the potential of a pedestrian crash at a crossing.
Given their increased cost with respect to a traditional pair of crosswalk lines, high visibility thermoplastic crosswalks in a continental or
piano-key pattern help to make crossing pedestrians more visible and communicate to drivers that they are traversing a pedestrian
crosswalk and should yield the right-of-way to crossing pedestrians.
Nordham and Centre street are the main north-south arteries within the neighborhood street network, and both of these streets lack
concrete sidewalk. To improve pedestrian safety and mobility, a 6-ft striped sidewalk on Nordham and Centre Street is recommended in
lieu of street parking in one direction. This striped sidewalk should be delineated with a retroreflective 4” stripe, and the 6-ft wide area
should be epoxy-painted in a conspicuous, contrasting color as to be visible to drivers and communicate to pedestrians and drivers that
the area is dedicated to the conveyance of pedestrians as an on-street sidewalk. This feature will narrow the existing roadway width with
paint and may also serve as a traffic calming and speed-reduction measure per FHWA research, which indicates that lane and roadway
narrowing may be associated with reduced vehicular speeds.
The project team also notes that many of the curb ramps within the study area are not ADA-compliant and the crosswalks do not meet the
latest visibility design standards. ADA-compliant curb ramps and high-visibility crosswalks should be considered during project construction
activities: In temporary and permanent construction phases, and/or in general future roadway maintenance or construction activities.
Countermeasure Placement
According to Figures 1 and 2, speeding is not an issue on every street within the study area. However, if traffic calming measures are only
placed on roadways that experience speeding, then the speeding issue will likely shift to another untreated street within the roadway
network. Therefore, the project team recommends a neighborhood scale traffic calming program to address speeding and cut-through
traffic issues.
When traffic calming measures are used in series (speed cushions along roadway segments and curb extensions at intersections), the
spacing of features is critical to achieve a reduction in speeding. The project team consulted ITE’s “Guide to Speed Reduction Techniques;
Planning and Design of Speed Humps, Speed Tables, and Other Related Measures” (2022) to determine the appropriate spacing of traffic
calming features. The guide states the following:
Since speed cushions are not located within intersections, general block-length guidelines based on the experience of several
agencies are provided below:
•
A single speed hump is recommended for use on block spacing of 300’ to 500’.
•
A two-hump configuration may be satisfactory on single-block segments of 500’ to 1,000’.
•
On very long blocks of 1,000’ to 1,500’ (300 m to 450 m), three or more humps may be necessary.
•
On lengthy continuous segments or corridors that have segments comprising a number of blocks, it is recommended
to space humps 250’ to 500’ apart. Experience in Portland has indicated that if block spacing is closer than 200’ (60 m),
a hump every block is excessive, and slightly greater spacing may be more effective.
The typical block length from Route 17 to Ridge St is 600’ and from Ridge St to Nordham St or Centre St is 1,150’. According to the above
guidance, one (1) speed cushion can be placed on Summit Ave, Bergen Ave, Lincoln Pl, Waldwick Ave, Manhattan Ave, Grove St, and Dora
Ave between Route 17 and Ridge Street. And two (2) speed cushion can be placed on Summit Ave, Bergen Ave, Lincoln Pl, Waldwick Ave,
Manhattan Ave, Grove St, and Dora Ave between Ridge St to Nordham Street. The main North-South roadways (Ridge St, Nordham St, and
Centre St) are stop controlled on the minor streets with intersections about every 215’. Based on this configuration and the guidance above
for “continuous segments” it is recommended that a speed cushion to be placed every other block.
Additional ITE "A Guide to Speed Reduction Techniques” guidance on placement states that speed cushions should be placed at least 100’
from the closest intersection of residential collector streets and not within 20’ of the closest intersection of residential local streets. Placement
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 19
of speed cushions should desirably be 30’ to 80’ from the crosswalk to slow traffic at the crossing and provide space for the vehicles to
clear the feature before stopping for the crosswalk activity. Lastly, vertical deflection features should be located at least 5’ from driveways
where possible. Speed cushions under the proposed design do not affect parking.
The location of traffic calming measures for the remainder of the roadway network were determined using the above guidance. For a more
detailed layout of traffic calming measures, please refer to the Implementation Plan shown in Figure 12 for neighborhood wide deployment.
Figure 13 shows the example signage layout associated with the speed cushion devices.
Speed cushions should be deployed in the active travel lanes, in conjunction with flexible bollards in the adjacent parking lane. This pairing
will reduce the overall roadway width at the feature; preventing drivers from navigating around the speed cushion and avoiding the device.
Curb Extensions are recommended at all 4-way intersections on Nordham, Centre, and Ridge Street, where speeding is most prevalent, to
supplement the neighborhood scale traffic calming program at the frequency/density recommended in the above guidance.
Speed feedback signs are most effective approximately 1,000’ upstream and 300’ downstream of their installation location, with the greatest
reduction in operating speeds seen in the vicinity of the device. Additionally, the impact of speed feedback signs degrades over time, as
drivers become accustomed to the device they are less likely to reduce speeds2. While estimates of the loss in effectiveness over time vary,
research shows that speed feedback signs remain a useful traffic calming measure well after installation. To fully utilize this traffic calming
measure, the Borough should consider the installation of quick-build or mobile units at the following locations:
•
Summit Avenue in the vicinity of Julia A. Traphagen Elementary School (capturing WB traffic)
•
Bergen Avenue approximately 300’ west of Route 17 SB (capturing WB traffic)
•
Nordham Street between Bergen Avenue and Lincoln Place (capturing SB traffic)
•
Centre Street between Bergen Avenue and Lincoln Place (capturing NB traffic)
•
East Prospect Street west of Ridge Street (capturing WB traffic)
These locations were selected to prioritize locations where volumes are highest and speeding occurs. Summit Avenue and Bergen Avenue
were selected because they experience the highest volumes of the east/west roads (outside of East Prospect Street). Nordham Street and
Centre Street were selected because they represent the main north/south roads within the neighborhood network. East Prospect Street was
selected as it has the highest prevalence of speeding among the Waldwick roadway network.
Chicanes and chokers were deemed appropriate for the neighborhood roadways but are not recommended for installation within the
network. The density of speed cushions and curb extensions is sufficient to achieve speed reduction without the need for additional traffic
calming chicanes or chokers. The road-narrowing effect of a chicane or choker is replicated in the use of curb extensions (road narrow at
intersections), and road narrowing at speed cushions with adjacent parking-lane delineators.
High visibility crosswalks are recommended for all crossings on the perimeter of the neighborhood streets bounded within the project area
between Franklin Turnpike, E. Prospect Street, and Route 17, as shown on Figure 12, to improve pedestrian visibility and to communicate
to drivers that they are traversing a pedestrian crosswalk and should yield the right-of-way to crossing pedestrians.
To improve pedestrian safety and mobility, a 6-ft striped sidewalk on Nordham and Centre Street is recommended in lieu of street parking
in one direction. This striped sidewalk may be located on the northbound side of Nordham Street, and southbound side of Centre Street,
as a majority of the neighborhood lies to the west of Centre Street or to the east of Nordham Street, and need not cross the two roadways
to initially access the striped sidewalk. This feature will narrow the existing roadway width with paint and may also serve as a traffic calming
2 Santiago-Chaparro, K. R., Chitturi, M., Bill, A., & Noyce, D. A. (2012). Spatial effectiveness of speed feedback signs. Transportation Research Record: Journal of the
Transportation Research Board, 2281(1), 8–15. https://doi.org/10.3141/2281-02
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 20
and speed-reduction measure per FHWA research, which indicates that lane and roadway narrowing may be associated with reduced
vehicular speeds.
Figure 12: Implementation Plan
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 21
Figure 13: Traffic Calming Measures – Bergen Avenue Example Layout
Site Specific Suggestions
1. Julia A. Traphagen Elementary School – Intersection of Summit Ave. and Ridge St.
a. Speed Feedback Sign
b. Asphalt art on Summit Avenue in vicinity of school
2. Ted Bell Park
a. Add crosswalks to access park
b. Add pedestrian walking space on exterior of park fence
c. Asphalt art
d. Delineate y+ intersection roadway
3. E. Prospect Street
a. Speed Feedback Sign
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 22
Countermeasure Cost Estimate
Michael Baker developed a conceptual cost estimate associated with the recommended Implementation Plan to assist the Borough in future
decision-making. The conceptual cost estimate was based on NJDOT contract bid data, or Bid Price Reports for years 2019 to 2021, and on
the NJDOT Cost Estimating Guidelines. The detailed conceptual Cost Estimate is available in Appendix D. The estimated construction cost
of the full set of treatments proposed in the Implementation Plan are summarized in Table 3 below.
Table 3: Implementation Plan Cost Estimate
Estimate Item
Cost
Construction Subtotal
$362,500
Contract Items Subtotal
$73,000
Contingencies
$44,000
Construction Total
$480,000
Engineering Phase Estimate
$144,000
Construction Engineering
$48,000
Post Const. Evaluation
$24,000
Total Project Cost
(In 2023 Dollars)
$650,000
The Project Team notes that the traffic calming measures included in the Implementation Plan are modular in nature, and can be
modified, removed, and added individually to meet Borough budget constraints as necessary. Thusly, the Implementation Plan is
intended to be flexible, and the most cost-effective features to reduce driver speeding may be selected. To assist the Borough in selecting
the most appropriate traffic calming features, and to provide visibility on the cost-benefit of each feature, Michael Baker also developed a
standard cost for each proposed traffic calming measure: Roadway reconfiguration/ restriping; crosswalk striping; painted curb extension;
speed cushion; painted chicane, which can be seen in Table 4 below.
Table 4: Traffic Calming Measure Individual Costs
Estimate Item
Reference
Cost
Painted curb extension
Per intersection (4 corners);
Excluding optional interior paint
$2,400
Hardened curb extension
Per intersection (4 corners)
$6k to $15k ($40k
w/ drainage work)
Speed cushion (rubber mat)
Per road crossing (single location)
$4,200
Speed cushion (asphalt)
Per road crossing (single location)
$2.5k to $12k
Speed feedback sign
Per location
$5k to $15k
Painted chicane or choker
Per pair (single location)
$1,800
High visibility crosswalk striping
Per intersection (4 crossings)
$1,300
Crosswalk striping (Single lines)
Per intersection (4 crossings)
$100-$200
Roadway / restriping
Per typical 500’ roadway segment
$1,600
Notes:
1. The above costs are for comparative reference to one another only
2. The above costs include construction items only and do not include other associated
Contract items or expenses.
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 23
Road Closures with Route 17 SB Investigation (E.g., Cul-De-Sac)
Michael Baker examined prohibiting access to and from Route 17 SB as a means of reducing motorist cut-through traffic to Franklin
Turnpike via Waldwick’s network of neighborhood streets; where cut-through traffic is a noted issue among Waldwick neighbors. This
approach could significantly reduce speeding on Waldwick streets, but is difficult to accomplish due to regulatory hurdles, and would come
with significant impacts to roadway access, to private property, and public services such as trash collection, snow clearing, and emergency
response. Michael Baker reviewed the impact of the proposed closure and identified measures to mitigate potential impacts.
Closing access to Route 17 SB presents a significant challenge due to compliance issues with Waldwick Borough General Ordinance Section
97-67.9 Dead-End Streets. According to this ordinance, dead-end streets should not exceed a length of 900 feet and must have a turnaround
roadway with a minimum outside radius of 50 feet at the closed end. Similarly, New Jersey Fire Code Chapter Section 503.2.5 Dead Ends
mandates that dead-end streets longer than 150 feet must have an approved area for turning around fire apparatus. The closure of access
to and from Route 17 SB would thus necessitate the creation of cul-de-sacs on seven streets including Summit, Bergen, Lincoln, Waldwick,
Manhattan, Grove, and Dora. This would require significant Right of Way (ROW) acquisition and have a considerable impact on private
property, including the potential acquisition of approximately 23 homes located adjacent to Route 17 SB. Figure 15 shows potential impacts
of creating a cul-de-sac on Manhattan Avenue with a radius of 50 feet.
Figure 15: Potential Impact of Road Closure via Cul-De-Sac
An alternative approach exists that does not prohibit emergency vehicle access or require the creation of cul-de-sacs at the end of every
street. The proposed treatment would involve the installation of hardened features such as curbing and signage. Specifically, mountable
concrete islands with sloping curbs would be constructed across each intersection, parallel to Route 17 SB (Figure 16 & Figure 17). These
mountable islands would be traversable by emergency vehicles as well as public works vehicles during trash pick-up or snow removal.
"Authorized Vehicles Only" (R5-11) signage would be installed on both sides of the intersections to clearly indicate that drivers are no
longer allowed to access Waldwick via these streets. In practice, the proposed treatment would function similarly to the emergency vehicle
turnarounds on the New Jersey Turnpike.
This approach eliminates ROW impacts and maintains emergency vehicle access between Route 17 SB and the local street network.
However, implementation would require a traffic impact study of the anticipated impacts to travel patterns on the greater roadway network.
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 24
Other considerations are summarized below:
•
Neighborhood streets on the east side of Route 17 have been converted into dead end streets and do not have a 50’ turnaround.
This configuration is likely a result of a legacy design and is not an option for the intersections along Route 17 SB given the
regulatory considerations described earlier.
•
NJDOT Access Permit Process
•
Waste and snow removal operations would be impacted by the closure of the Route 17 SB intersections. Traversable concrete
islands may be designed with provisions for public works and emergency service vehicles, with mountable features.
Figure 16: NJDOT Standard Details for
Mountable Curb and Concrete Island
Figure 17: Authorized Vehicles Only (R5-11)
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 25
Traffic Impact Study
In addition to the potential ROW implications and impacts to emergency vehicle access, closure of the Route 17 SB intersections would
reroute traffic on local streets within Waldwick and on Route 17 SB. Rerouted traffic would likely significantly increase delay at the E Prospect
Street & Franklin Turnpike intersection as well as the Route 17 SB off-ramp & E Prospect Street intersection. Detailed analysis would be
required to determine the impact on the road network. A traffic impact study would be a required element of any plan to close the
intersections with Route 17 SB to determine the potential impacts on traffic.
A traffic impact study is a comprehensive analysis used to evaluate the potential impact of a proposed modification to a transportation
facility on the surrounding transportation network. Traffic impact studies typically include a review of existing traffic conditions, stakeholder
coordination, an analysis of the expected traffic generation (in the case of new developments), and an evaluation of the impact on adjacent
roads, intersections, and transportation facilities. Traffic impact studies can also consider factors such as pedestrian and bicycle access,
parking demand, transit use, and roadway safety. In addition to the traditional elements of a traffic impact study, the Borough may consider
performing a parallel public outreach campaign to engage the local community, inform them of the project, and solicit feedback on the
potential design.
The findings of a traffic impact study are used to develop strategies to mitigate any negative impacts on the transportation network, such
as improving roadway infrastructure, changing signal timings, adding turn lanes, or implementing alternative transportation modes.
Ultimately, the goal is to ensure that a development or modification to a facility does not significantly disrupt the flow of traffic or create
unsafe conditions for road users, including drivers, pedestrians, and cyclists.
In the context of closing the intersections along Route 17 SB in Waldwick Borough, a traffic impact study would focus on the impacts of
rerouting traffic to the Sheridan Avenue interchange as well as the East Prospect Street & Franklin Turnpike intersection. In order to
complete the study, a robust data collection effort would need to take place, including Turning Movement Counts (TMCs) at approximately
18 intersections, nine (9) ATR counts in addition to those completed as part of this study, and the collection of signal timing directives and
plans for the E Prospect Street & Franklin Turnpike intersection. This data would be used to create a microsimulation model of the Waldwick
road network in the existing and proposed conditions. Based on the results of this model, the engineering team would determine whether
closing the Route 17 SB intersections is feasible. The traffic impact study would conclude with the preparation of a memorandum,
documenting each phase of the study and its findings.
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 26
Conclusion
The Borough of Waldwick initiated this study to address safety concerns over speeding raised by the public, with the goal of creating a
safer street grid. The study revealed that speeds on the Borough’s roads exceeded posted speed limits and met the definition of a “speeding
issue” as described in ITE’s ”A Guide to Speed Reduction Techniques." While all 16 locations studied met at least one of ITE’s criteria for
the presence of speeding issue, several experienced excessive vehicle speeds to a greater degree than others: East Prospect Street, Nordham
Street, Summit Avenue, Lincoln Street, and Waldwick Avenue.
To address these findings, potential countermeasures were identified to reduce vehicle speeds on Waldwick’s streets. Among the measures
reviewed, speed cushions, curb extensions, and speed feedback signs were deemed the most appropriate due to their lower costs and
short-term build alternatives while maintaining a long-term impact on operating speeds. Rubber mats can be used as speed cushions and
should be marked and signed as if they were permanent features. Epoxied gravel painted curb extensions with flex post delineators are
recommended as the first phase of full curb extensions. The community may engage in the process by choosing to have painted murals or
landscaped planters within the limits of the curb extension space. In addition to curb extensions and speed cushions, spot treatments
including speed feedback signs, crosswalk installation, and asphalt art, are recommended to provide additional speed reduction at critical
locations.
An Implementation Plan (Figure 12) was developed to provide the Borough with a detailed methodology for creating a safer street network
and addressing public concerns. The plan recommends installing curb extensions at 4-way intersections on the north-south neighborhood
roadways, Nordham St, Centre St, and Ridge St, using low-cost and quick build approaches. Speed cushions are recommended at regular
300’ intervals along all east-west routes as well as Ridge Street, Nordham Street, and Centre Street. Speed feedback signs are recommended
on East Prospect Street, Summit Avenue, Bergen Avenue, Centre Street, and Nordham Street, and can be implemented using mobile units
that can be moved occasionally by the Waldwick Borough Police Department. Speed feedback signs should be installed in partnership with
occasional, but regular, enforcement efforts. To improve pedestrian safety, high visibility continental crosswalks are recommended on all
intersections which form the boundary of the neighborhood roadways in the project area, specifically at neighborhood roadway
intersections with Franklin Turnpike, E. Prospect Street, and Route 17 southbound. Additionally, a 6-ft striped on-street sidewalk on
Nordham and Centre Street is recommended in lieu of street parking in one direction. Finally, specific intersection treatments are
recommended in front of Julia A. Traphagen Elementary School and near Ted Bell Park to improve safety and access to these key community
locations.
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Page 27
Supplemental Resources
Below is a compiled list of supplemental resources with brief descriptions to assist the project team in future decision-making with respect
to traffic calming measures and their implementation:
•
2022 ITE A Guide to Speed Reduction Techniques, Planning and Design of Speed Humps, Speed Tables, and Other Related
Measures, now renamed to Guide to Vertical Deflection Speed Reduction Techniques
https://www.ite.org/technical-resources/topics/traffic-engineering/guide-to-vertical-deflection-speed-reduction-techniques/
•
ITE Traffic Calming ePrimer -
https://highways.dot.gov/safety/speed-management/traffic-calming-eprimer
o Provides an overview of the traffic calming practice, with definitions, illustrations, application considerations, case
studies, and research
•
2021 World Resources institute, Low Speed Zone Guide
https://www.wri.org/research/low-speed-zone-guide
o Guidance on how to plan, design, and build streets where motorists are encouraged to operate at safer speeds
through environmental design measures. Background; History; Case Studies
•
~2017 Burlington Vermont Public Works – Quick Build Design & Materials Standards
https://www.burlingtonvt.gov/DPW/Quick-Build
o The Burlington Quick-Build program is an initiative of the City of Burlington Department of Public Works to deliver a
phased approach to bicycle and pedestrian infrastructure projects
•
2016 People for Bikes – Quick Builds for Better Streets – A New Project Delivery Model for U.S. Cities
https://www.peopleforbikes.org/reports/quick-builds-for-better-streets-a-new-project-delivery
o Provides an overview of the traffic calming practice, with definitions, illustrations, application considerations, case
studies, and research
•
2016 Tactical Urbanist’s Guide to Materials and Design
http://tacticalurbanismguide.com/
o An approach to neighborhood building that uses short-term, low-cost, and scalable interventions and policies
•
2014 New Jersey School Zones Design Guide – NJ Safe Routes, NJDOT
https://www.saferoutesnj.org/new-jersey-school-zone-design-guide/
o Provides guidance on traffic calming measures to support safe bicycling and walking, especially to school
•
2012 FHWA Speed Management – A Manual for Local Rural Road Owners
https://highways.dot.gov/safety/local-rural/speed-management-manual-local-rural-road-owners
o Pertinent sections: 4 Implementing Countermeasures; 4.1 Preparing for Implementation; 4.2 Evaluate Progress
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Appendix A – Traffic Speed Maps
for 50th and 85th Percentile Speed
Route 17
Franklin Tpk (CR 507)
Mackay Ave
Grand Ave
Moore Ave
Highwood Ave
Summit Ave
Bergen Ave
Lincoln Pl
Dora Ave
Ridgewal Ave
Manhattan Ave
Grove St
Dora Ave
Cortland St
Central Ave
Garabaldi Pl
Calvin Pl
Park Ave
Highwood Ave
Waldwick Ave
Waldwick Ave
Summit Ave
Lincoln Pl
Bergen Ave
Nordham St
Centre St
Ridge St
E Prospect St
Grove St
Legend
50th Percentile Speed
25 mph or below
26 - 29 mph
30 - 33 mph
34 - 39 mph
Waldwick Traffic
Calming Study
Route 17
Franklin Tpk (CR 507)
Mackay Ave
Grand Ave
Moore Ave
Highwood Ave
Summit Ave
Bergen Ave
Lincoln Pl
Dora Ave
Ridgewal Ave
Manhattan Ave
Grove St
Dora Ave
Cortland St
Central Ave
Garabaldi Pl
Calvin Pl
Park Ave
Highwood Ave
Waldwick Ave
Waldwick Ave
Lincoln Pl
Bergen Ave
Nordham St
Centre St
E Prospect St
Grove St
Summit Ave
Ridge St
Legend
85th Percentile Speed
25 mph or below
26 - 29 mph
30 - 33 mph
34 - 39 mph
Waldwick Traffic
Calming Study
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Appendix B – Speed Evaluation per ITE’s
“A Guide to Speed Reduction Techniques”
Location Number
1
2
3
4
5
6
7
8
Location
Direction
EB
WB
NB
SB
EB
WB
EB
WB
EB
WB
NB
SB
EB
WB
NB
SB
Excessive Speed (Excessive)
Yes
Yes
No
No
No
No
Yes
No
No
Yes
No
Yes
No
No
No
No
Excessive Speed (Racing)
No
Yes
No
No
No
No
No
No
No
No
No
Yes
No
No
No
No
Uniformity of Speed (Pace Percentage < 70%)
No
No
No
No
No
No
Yes
No
No
Yes
No
Yes
No
No
Yes
No
Uniformity of Speed (Pace above 20 to 30 MPH)
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
85th Percentile Speed
Yes
Yes
No
No
No
No
Yes
No
Yes
Yes
No
Yes
No
No
No
No
Volume
Street Width
Location Number
9
10
11
12
13
14
15
16
Location
Direction
EB
WB
EB
WB
EB
WB
NB
SB
EB
WB
EB
WB
EB
WB
EB
WB
Excessive Speed (Excessive)
No
No
Yes
No
Yes
Yes
No
No
No
No
No
No
No
No
No
No
Excessive Speed (Racing)
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Uniformity of Speed (Pace Percentage < 70%)
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Uniformity of Speed (Pace above 20 to 30 MPH)
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
85th Percentile Speed
No
No
Yes
Yes
Yes
Yes
No
No
No
No
No
No
No
No
No
No
Volume
Street Width
Notes
1. Excessive Speed:
a. Percent of vehicles exceeding posted speed by 5+ MPH above 25 percent (excessive)
b. Percent of vehicles exceeding posted speed by 10+ MPH above 10 percent (racing)
2. Uniformity of Speed:
a. Pace speed percentage below 70 percent
b. Pace speed above 20 MPH to 30 MPH (30 km/h to 50 km/h)
3. Speed: 85th percentile 7 MPH (11 km/h) above posted speed
4. Volume : Daily vehicle volume of 2,000 vpd and greater [on neighborhood streets]
5. Street Width : Pavement width greater than 32 ft. (9.8 m)
6. Parking : No parking allowed or limited use of on‐street parking
Bergen St,
West of Ridge St
Ridge St,
South of Summit Ave
East Prospect St,
West of Ridge St
Ridge St,
South of Grove St
Grove St,
West of Ridge St
Waldwick Ave,
West of Ridge St
Lincoln St,
West of Ridge St
Nordham St,
South of Bergen St
No
No
No
No
No
No
No
No
No
No
N/A
No
No
No
No
No
To determine the scope of the speeding issue and whether operating speeds within the study area warrant engineering countermeasures to reduce speed, the project team utilized the Institute of Transportation Engineers’ (ITE) characterization of speeding
issues. The ITE’s definition of speeding comes from “A Guide to Speed Reduction Techniques: Planning and Design of Speed Humps, Speed Tables, and Other Related Measures,” published in 2022. The ITE states that while definitions of speeding vary from
region to region, a speeding issue could be present if a given roadway displays one the following characteristics:
Summit Ave,
West of Ridge St
Summit Ave,
West of Cortland St
Bergen Ave,
West of Cortland St
Centre St,
South of Bergen St
Lincoln Pl,
West of Cortland St
Waldwick Ave,
West of Centre St
Grove St,
West of Centre St
East Prospect St,
West Wayne Ct
No
N/A
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Appendix C – Crash Data and Analysis
Hours of Occurrence
Frequency
Percentage
00:00‐00:59
1
1%
01:00‐01:59
1
1%
02:00‐02:59
0
0%
03:00‐03:59
0
0%
04:00‐04:59
0
0%
05:00‐05:59
0
0%
06:00‐06:59
3
3%
07:00‐07:59
4
4%
08:00‐08:59
7
7%
09:00‐09:59
3
3%
10:00‐10:59
10
10%
11:00‐11:59
7
7%
12:00‐12:59
6
6%
13:00‐13:59
7
7%
14:00‐14:59
7
7%
15:00‐15:59
10
10%
16:00‐16:59
6
6%
17:00‐17:59
7
7%
18:00‐18:59
8
8%
19:00‐19:59
4
4%
20:00‐20:59
3
3%
21:00‐21:59
0
0%
22:00‐22:59
3
3%
23:00‐23:59
1
1%
Unknown
0
0%
Total
98
‐
Roadway
Frequency
Percentage
E Prospect St
33
34%
Bergen Ave
10
10%
Nordham St
10
10%
Dora Ave
9
9%
Summit Ave
7
7%
Lincoln Pl
5
5%
Centre St
4
4%
Grove St
4
4%
Waldwick Ave
3
2%
W Prospect St
2
2%
Manhattan Ave
2
3%
Highwood Ave
2
2%
Stanley Pl
2
2%
Charles Ter
1
1%
Mackay Ave
1
1%
Moore Ave
1
1%
Park Ave
1
1%
Ridge St
1
1%
Total
98
‐
Crash Type
Frequency
Percentage
Struck Parked Vehicle
32
33%
Right Angle
21
21%
Rear End
15
15%
Backing
13
13%
Fixed Object
9
9%
Sideswipe
3
3%
Animal
3
3%
Pedestrian
1
1%
Non‐fixed Object
1
1%
Total
98
‐
Environmental
Condition
Frequency
Percentage
Clear
81
83%
Overcast
11
11%
Rain
5
5%
Snow
1
1%
Total
98
‐
Severity
Frequency
Percentage
No Apparent Injury
83
85%
Possible Injury
9
9%
Suspected Minor Injury
6
6%
Total
98
‐
Lighting Condition
Frequency
Percentage
Daylight
77
79%
Dark
(Street lights on, Cont.)
11
11%
Dark
(No street lights)
2
2%
Unknown
2
2%
Dawn
2
2%
Dark
(Street lights off)
2
2%
Dark
(Street lights on, Spot)
1
1%
Dusk
1
1%
Total
98
‐
Waldwick Crash Data Analysis Summary
Time Period: 2016 ‐ 2020
Summary
Crash data was collected using NJDOT’s Safety
Voyager software. Between 2016 and 2020, 98
crashes occurred on roads within the study area.
These crashes typically resulted in minimal or no
injuries and occurred during daytime hours in clear
weather conditions. Crashes occurred most
frequently on E Prospect St, Nordham St, Bergen
Ave, and Dora Ave. Crash patterns mirror the
collected vehicle speed data, occurring more
frequently where speeds are higher. Crash clusters
are present near Rt 17 SB and at intersections on
higher speed streets (E Prospect St & Nordham St).
A crash map showing the approximate crash
locations is attached.
Borough of Waldwick – Traffic Safety Study
Traffic Calming Measures
Michael Baker International, Inc.
Appendix D – Construction Cost Estimate
Construction Cost Estimate
Waldwick Borough Traffic Calming Speed Study
Project Classification No.: 7 Safety and Traffic Control
SEQUENCE NO.
DESCRIPTION
UNIT
QUANTITY PER
LOCATION
NUMBER OF
LOCATIONS
UNIT COST
TOTAL COST
1
Pavement surface paint (Excluded, optional)
SF
500
18
$2.00
-
2
Retroreflective 4" white stripe
LF
400
18
$0.50
$3,600
3
Flex post delineators
U
24
18
$90
$38,880
4
Subtotal
$42,480
Combo - Speed Cushion (Rubber Mats) and Painted Choker
5
Speed cushion
U
1
48
$3,400
$163,200
6
Signage
U
1
48
$400
$19,200
7
Retroreflective 4" stripe (single)
LF
20
48
$0.50
$480
8
Delineator flex post
U
4
48
$90
$17,280
9
Subtotal
$200,160
10
Speed feedback sign
U
1
5
$7,000
$35,000
11
Retroreflective 4" stripe line
LF
2,400
2
$0.50
$2,400
12
Filled Epoxy Paint
SF
14,400
2
$2.00
$57,600
13
Subtotal
$60,000
High Visibility Crosswalk Striping (Exterior entry roads: E. Prospect (All crossings); Franklin. Tpk., East leg; Rt 17 intersection crossings; Elem. School; Ted Bell Park)
14
High-visibility crosswalk striping
SF
90
30
$4
$10,800
15
Existing striping removal
LF
60
30
$0.60
$1,080
16
Subtotal
$11,880
High Visibility Crosswalk Striping (Nordham, Centre, Ridge: N and S Intersection Legs)
17
High-visibility crosswalk striping
SF
72
35
$4
$10,080
18
Existing striping removal
LF
60
17
$0.60
$612
19
Subtotal
$10,692
Lined Crosswalk Striping (Nordham, Centre: E and W Intersection Legs)
20
Lined crosswalk striping
LF
60
26
$0.50
$780
21
Existing striping removal
LF
60
0
$0.60
$0
22
Subtotal
$780
23
Asphalt art
LS
1
1
$500
$500
24
Asphalt art
LS
1
1
$500
$500
25
Delineate y+ intersection
LS
1
1
$500
$500
26
Subtotal
$1,000
27
Construction Items Subtotal
$362,500
28
Contract Items - Lump Sum
LS
1
1
$18,000
$18,000
29
Mobilization (8%)
LS
1
1
$29,000
$29,000
30
Maintenance and Protection of Traffic (7%)
LS
1
1
$26,000
$26,000
31
Contract Items Subtotal
$73,000
32
Construction Subtotal
$435,500
33
Contingencies (10%)
$44,000
34
Construction Total
$480,000
35
Estimated Engineering Cost (20%)
$96,000
36
Construction Engineering (10%)
$48,000
37
Post Construction Eng. Evaluation, per FHWA Guidance (5%)
$24,000
38
Total Project Cost (In 2023 Dollars)
$650,000
Implementation Plan Cost Estimate
Construction Items
Pedestrian Path Striping on Nordham, Centre St.
Painted Curb Extensions
Julia A. Traphagen Elementary School
Ted Bell Park
Construction Items Subtotal
Reference: NJDOT Bid Price Report, AASHTOWare Project Estimation and NJDOT Cost Estimating Guideline
Speed Feedback Sign
Contract Items
Construction Subtotal
Contingencies
Design and Support
Construction Cost Estimate
Waldwick Borough Traffic Calming Speed Study
Project Classification No.: 7 Safety and Traffic Control
SEQUENCE NO.
DESCRIPTION
UNIT
QUANTITY PER
LOCATION
NUMBER OF
LOCATIONS
UNIT COST
TOTAL COST
REFERENCE
Painted Curb Extensions (Per intersection)
1
Pavement surface paint (Excluded, optional)
SF
500
1
$2.00
-
NJDOT Bid Price Report Data
2
Retroreflective 4" white stripe
LF
400
1
$0.50
$200
"
3
Flex post delineators
U
24
1
$90
$2,160
"
4
Subtotal per intersection
$2,360
Hardened Curb Extensions (Per intersection)
5
Hardened Curb Extensions (Per intersection)
U
1
1
$6k to $40k
-
ITE: $6k to $15k.
Up to $40k if drainage alteration is required.
Speed Cushion (Rubber Mats) and Painted Choker
6
Speed cushion
U
1
1
$3,400
$3,400
Manufacturer quote
7
Signage
U
1
1
$400
$400
NJDOT Bid Price Report Data
8
Retroreflective 4" stripe (single)
LF
10
2
$0.50
$10
"
9
Delineator flex post
U
2
2
$90
$360
"
10
Subtotal per single road crossing
$4,170
Speed Cushion (Asphalt)
11
Asphalt speed cushion
U
1
1
$2.5k to 12k
-
ITE ePrimer: $2.5k to $6k (Assume values are Nationwide
average). NJ School Zone Design Guide: $1k to $12k. Assume
top range in Northeast USA.
12
Speed feedback sign
U
1
1
$7,000
$7,000
ITE: $5k to $7k.
NJ School Zone Design Guide $5k to $15k.
Painted Chicane or Choker
13
Retroreflective 4" stripe (double)
LF
100
2
$0.50
$100
NJDOT Bid Price Report Data
14
Delineator flex post
U
6
2
$90
$1,080
"
15
Signage
U
1
2
$320
$640
"
16
Pavement surface paint (Excluded, optional)
SF
150
2
$2.00
-
"
17
Subtotal per pair (single road crossing)
$1,820
High Visibility Crosswalk Striping (Nordham, Centre, Ridge: N and S Intersection Legs)
18
High-visibility crosswalk striping
SF
72
4
$4
$1,152
NJDOT Bid Price Report Data
19
Existing striping removal
LF
60
4
$0.60
$144
"
20
Subtotal per intersection
$1,296
Lined Crosswalk Striping (Nordham, Centre: E and W Intersection Legs)
21
Lined crosswalk striping
LF
60
4
$0.50
$120
NJDOT Bid Price Report Data
22
Existing striping removal
LF
60
0
$0.60
$0
"
23
Subtotal
$120
Roadway Restriping
24
Retroreflective 4" stripe line (Assume 4 lines total)
LF
500
4
$0.50
$1,000
NJDOT Bid Price Report Data
25
Stop Bars
LF
15
2
$4
$120
"
26
Thermoplastic intersection markings (STOP text)
SF
22
2
$7
$308
"
27
Existing striping removal
LF
50
2
$0.60
$60
"
28
Existing thermoplastic removal
SF
30
2
$2.50
$150
"
29
Subtotal per 500-ft Roadway (Intersection on each side)
$1,638
'Per Item' Cost Estimate
Speed Feedback Sign
Reference: NJDOT Bid Price Report, AASHTOWare Project Estimation and NJDOT Cost Estimating
Guideline
'Per Item' Cost Estimate
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First Discovered
Apr 3, 2026
Last Info Update
Apr 3, 2026
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