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Home My WebLink AboutSouth Broad St Corridor-HAWK Location Memo to FileCity of San Luis Obispo, Council Memorandum January 4, 2018 MEMO TO FILE SUBJECT: Warrant Analysis for Broad Street Corridor Access Improvements Study and analysis for Broad Street Corridor Access Improvements are included as part of the 2017-19 Adopted Financial Plan. These improvements are part of implementation of the Broad Street Corridor Plan that was adopted along with the General Plan Land Use and Circulation Element (LUCE) in 2014. The Plan recommends street changes along Broad Street between South Street and Orcutt to improve connectivity and public safety. A recurring theme voiced at public hearings and workshops for both the Broad Street Corridor Plan and the FY 2017-19 Goal-setting process was the need for safe pedestrian and bicycle crossing along this corridor. Per the Financial Plan, improvements to be considered include signalization or other traffic control options at the intersections of Broad/Woodbridge or Broad/Lawrence, median refuge island placement or pedestrian hybrid beacons (also referred to as a “HAWK” device) at strategic locations to improve pedestrian connectivity. Over the past several months, staff has collected data, prepared studies and analyzed warrants at multiple locations along the corridor to study the feasibility of various improvement options and what location would provide the most benefit. EXISTING CONDITIONS The South Broad Street Corridor is a 40 mph highway that carries an average of 29,000 vehicles per day. There are four travel lanes, a two-way center turn lane, bike lanes, sidewalks and limited on-street parking along the west side of the street. The overall curb-to-curb width is 80 feet. In the most recent 10-year period, twenty-three (23) bicycle collisions and two (2) pedestrian collisions have been recorded along the corridor between South Street and Orcutt. TRAFFIC SIGNAL WARRANT ANALYSIS Using criteria established in the 2014 California Manual of Uniform Traffic Control Devices (CA MUTCD), three locations along Broad Street were evaluated to verify if they met warrants for installation of a traffic signal: Broad at Woodbridge, Broad at Lawrence and Broad at Sweeny. The analysis for a traffic control signal considers factors related to the existing operation and safety at the study locations including daily and peak period vehicle volumes on main and side streets as well as pedestrian counts. The CA MUTCD Section 4C contains nine (9) warrants for consideration when determining whether installation of a traffic signal is justified at a particular location. The results of a traffic signal warrant analysis for the intersections are summarized below: 1. Broad Street at Woodbridge WARRANT 1 (Eight-Hour Vehicular Volume) NOT MET WARRANT 2 (Four-Hour Vehicular Volume) NOT MET WARRANT 3 (Peak-Hour Delay/Volumes) NOT MET WARRANT 4 (Pedestrian Volume) NOT MET WARRANT 5 (School Crossing) NOT MET WARRANT 6 (Coordinated Signal System) NOT MET WARRANT 7 (Crash Experience) NOT MET WARRANT 8 (Roadway Network) NOT MET WARRANT 9 (Grade Crossing) NOT MET 2. Broad Street at Lawrence WARRANT 1 (Eight-Hour Vehicular Volume) NOT MET WARRANT 2 (Four-Hour Vehicular Volume) NOT MET WARRANT 3 (Peak-Hour Delay/Volumes) NOT MET WARRANT 4 (Pedestrian Volume) NOT MET WARRANT 5 (School Crossing) NOT MET WARRANT 6 (Coordinated Signal System) NOT MET WARRANT 7 (Crash Experience) NOT MET WARRANT 8 (Roadway Network) NOT MET WARRANT 9 (Grade Crossing) NOT MET 3. Broad Street at Sweeny WARRANT 1 (Eight-Hour Vehicular Volume) NOT MET WARRANT 2 (Four-Hour Vehicular Volume) NOT MET WARRANT 3 (Peak-Hour Delay/Volumes) NOT MET WARRANT 4 (Pedestrian Volume) NOT MET WARRANT 5 (School Crossing) NOT MET WARRANT 6 (Coordinated Signal System) NOT MET WARRANT 7 (Crash Experience) NOT MET WARRANT 8 (Roadway Network) NOT MET WARRANT 9 (Grade Crossing) NOT MET PEDESTRIAN HYBRID BEACON ANALYSIS Because a conventional traffic signal did not meet signal warrants along the corridor, a warrant for installation of a pedestrian hybrid beacon device was also studied. A pedestrian hybrid beacon would allow for a controlled bicycle and pedestrian crossing of Broad Street while only stopping vehicular traffic when the crossing is needed. A pedestrian hybrid beacon is a traffic control device that is only activated by pedestrians or bicyclists when needed. Pedestrian hybrid beacons have been shown to significantly reduce pedestrian crashes. Because a pedestrian hybrid beacon signal remains dark until activated, they can help increase driver attention to pedestrians crossing the roadway. Existing peak hour traffic volumes, pedestrian and bicycle crossing volumes for the corridor are summarized below: Table 1: Broad: South to Orcutt Existing Volume Counts Peak Hour Period Peak Hour* Vehicle Volume Peak Hour* Crossing Demand NB SB Total Peds Bikes Total AM 862 1150 2012 2 7 9 PM 1036 1054 2090 4 10 14 *Note: Auto count data collected in 2016. Pedestrian and Bicycle count data collected in 2017. Peak hour is identified as highest pedestrian/bicycle crossing volume. Peak hour is 8:15-9:15 AM and 1:30-2:30 PM. The CA MUTCD Section 4F contains guidance regarding potential installation for pedestrian hybrid beacons. Factors to consider include pedestrian and vehicle volumes, crossing length, roadway speeds and sight distance. The recommended minimum pedestrian crossing volume of a corridor is 20 pedestrians/hour. Broad Street (between South and Orcutt) has a combined pedestrian and bicycle peak hour crossing volume of 14 for the PM peak hour Existing pedestrian crossings at adjacent intersections is also be considered, as it is likely that some of these existing crossings may occur at a pedestrian hybrid beacon were one available somewhere along the corridor. The south crosswalk at the Broad and South/Santa Barbara intersection has a total of 25 pedestrian crossings during the peak hour. The north crosswalk at the Broad and Orcutt intersection has a total of 24 pedestrian crossings during the peak hour. However, considering only the number of crossings at uncontrolled locations along the corridor, Broad Street does not meet the recommended thresholds set in the CA MUTCD for consideration of a pedestrian hybrid beacon. The Federal Highway Administration (FHWA) recognizes that “some pedestrians may choose not to make a trip that involves crossing a busy roadway, and these roads pose additional safety and mobility issues for children and people with disabilities.” The FHWA further states that the “traffic control should not be selected based solely on the volume of pedestrians, rather it should be selected based upon what is needed to provide a safe crossing.” If a location is deemed appropriate for a designated crossing, pedestrian hybrid beacons can be beneficial to supplement any type of pedestrian crossings of 6-or-more lane undivided highways where traffic signals cannot be justified. Figure A: CA MUTCD Guidelines for the Installation of Pedestrian Hybrid Beacons on High-Speed Roadways While Broad Street is signalized at both South and Orcutt, it stretches 2/3rd mile in between without a signalized or controlled crossing. It is 80 feet wide with four travel lanes, a two-way center turn lane, bike lanes and parking on the west side. Either side of Broad Street has desirable amenities that currently lack adequate access for pedestrians and bicyclists. The properties on the west side of Broad are primarily residential. Meadow Park is also located within this neighborhood west of Broad Street. On the east, land uses are predominantly neighborhood commercial, restaurants and businesses, however recent residential development has occurred, and residential redevelopment will continue to occur over time on the east side as guided by the Broad Street Corridor Plan. STAFF RECOMMENDATION Based on this analysis and due to the lack of access across Broad Street, staff recommends installing a two signalized pedestrian crossing of the Broad Street corridor, one near Woodbridge and another near Lawrence. These crossings will likely include curb extensions and a median pedestrian refuge island to further improve pedestrian safety. These improvements will serve neighborhood on either side of Broad, increasing access to commercial shopping and dining on the east side. As current available funding limits implementation to one location, staff recommends a signalized pedestrian crossing be installed on Broad near Woodbridge. This location currently has the highest pedestrian crossing volumes. The proximity of this intersection to Meadow Park and the neighborhood shopping center increase the likeliness of pedestrians and bicyclists crossing in this location. This location also provides good connectivity to the surrounding street network on both sides of Broad. The City’s Bicycle Transportation Plan identifies Woodbridge as a future bicycle boulevard. A pedestrian hybrid beacon at this location would further provide access to this planned bikeway. As future funding becomes available a signalized pedestrian crossing of Broad at Lawrence will be considered. Figure B: Proposed Location for Pedestrian Hybrid Beacon on Broad Street Proposed Location