Traffic Calming Methods
Written by Traffic Content Coordinator   

From the Traffic Calming Institue: Overview of Traffic Calming Measures

Traffic calming measures can be separated into two groups based on the main impact intended. Volume control measures are primarily used to address cut-through traffic problems by blocking certain movements, thereby diverting traffic to streets better able to handle it. Speed control measures are primarily used to address speeding problems by changing vertical alignment, changing horizontal alignment, or narrowing the roadway. The distinction between the two types of measures is not as clear as their names suggest, since speed control measures frequently divert traffic to alternate routes, and volume control measures usually slow traffic.

Speed Control Measures  
Vertical Deflection Horizontal Deflection Horizontal Narrowing Other Measures
Speed Humps Traffic CirclesNeckdownsExamples
Speed Tables RoundaboutsCenter Island Narrowings  
Raised Crosswalks ChicanesChokers 
Raised Intersections Realigned Intersections   
Textured Pavements    
Speed Lumps *    
Speed Cushion *    
Split Speed Hump *    

Volume Control Measures   
Divertive, RestrictiveOther Measures   
Full Closures Examples  
Half Closures    
Diagonal Diverters    
Lateral Shift *    
Median Barriers   

Combined Measures    
Examples   * coming soon

(Thanks to Mountain First NA: "Great overview of different traffic calming measures with pro's and con's clearly identified. Maintained by a private firm, but appears to be solid, unbiased information.")

Institute of Traffic Engineers  

(Mountain First NA says: "Institute of Transportation Engineers website. Clear and concise, with cost information for different traffic calming measures. Includes .ppt presentations with a great deal of detail and statistics on the effectiveness of such measures.")

Example article: All-Way Stops Versus Speed Humps: Which is more effective at slowing traffic speeds?
David E. Clark,P.E.

"Based on the data collected and field observations near and around the unwarranted all-way stop location, Traffic Engineering staff determined that all-way stops have a very limited area of influence immediately around the stop sign location before vehicles actually increase their speeds to a rate that is faster than before the all-way stops were installed. . . . Furthermore, the installation of a stop sign does not seem to influence driver behavior outside of the 200-foot area of influence."

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Last Updated ( Friday, 08 May 2009 )
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