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HomeMy WebLinkAbout05/06/1997, 4 - MID-BLOCK CROSSWALKS IN THE DOWNTOWN AREA council _ -y t7 j acjcnaa uEpoat h.Nu-� CITY OF SAN LUIS OBISPO b FROM: Michael McCluskey,Director„of Public Works kvro Prepared By: Debra Larsoq;Traffic Engineer l SUBJECT: Mid-Block Crosswalks in the Downtown Area CAO RECOMMENDATIONS 1. Retain the Marsh Street mid-block crossing at this time due to the low collision history. 2. On Marsh Street approaching the mid-block crosswalk,provide an additional six (6)meter "no parking"zone on the north side of the roadway to improve sight distance. Relocate the "pedestrian loading"zone to the far side of the marked crosswalk,replacing one(1)existing limited time metered parking space. 3. Modify all downtown mid-block pedestrian crossings,where feasible,as outlined below: Install pedestrian crossing signage and advance pedestrian signage at all mid-block crosswalks throughout the downtown area, provide pavement legends in advance of the mid-block crossings identifying "PED XING", and relocate refuse receptacles or other visual obstructions. DISCUSSION Background In January of this year the City Council expressed concern with the mid-block crosswalk on Marsh Street between Chorro Street and Morro Street. This concern was raised after two collisions occurred involving pedestrians this past December. Staff was directed to gather information and report back to the City Council. This report and attached study is in response to that request. Marsh Street Mid-block Crossing Marsh Street in the area of Chorro Street and Morro Street is a one-way roadway. Traffic signals are existing at Marsh/Chorro and at Marsh/Morro intersections. Portions of the roadway have been narrowed by the installation of bulbouts to reduce the distance pedestrians walk when crossing the roadway. In the narrowed areas on-street parking would be illegal per California Vehicle Code as it is in a travel lane. However,motorist have parked in this area. Red curb is scheduled to be placed this spring to reinforce the parking prohibition. In the wider sections of the roadway exists parking lanes,a bike lane,and three travel lanes. Vehicle traffic volumes on Marsh Street have been fairly consistent over a ten year time frame at 14,000 vehicles per day. Some variation would be expected simply based on seasonal variations. y-/ Council Agenda Report-Mid-Block Crosswalks in the Downtown Area Page 2 In 1994 Marsh Street was restriped to include a bicycle lane on the south side of the roadway,in an easterly direction. This lane provides the only striped bicycle lane in a west-to-east direction for the downtown area In November of 1995 an improvement project was completed along Marsh Street from Nipomo to Santa Rosa. This project constructed Mission Tile bulbouts and colored pavement crossings at Broad, Garden and Chorro Street intersections and a bulbout with Mission Tile and colored pavement crossing mid-block between Chorro and Morro Streets. Landscape planters, refuse receptacles,benches and drinking fountains were installed as part of this project. Marsh Street mid-block crosswalk has a.great deal of pedestrian activity. At this location more pedestrians were observed crossing the roadway than at any other downtown mid-block crosswalk. As a motorist approaches this crosswalk,it is not readily apparent that a pedestrian crossing exists. In December 1996 two pedestrians were struck by vehicles at the Marsh Street mid-block crossing. The first occurred around 2:30 p.m. as the pedestrian was "following behind" another pedestrian who was already in the crosswalk. The second collision occurred as approximately 9:00 p.m.as the pedestrian, "half-jogging" across Marsh followed others across the roadway. Both collisions occurred in the northern most Marsh Street travel lane. Other Downtown Mid-Block Pedestrian Crossings In addition to Marsh Street mid-block crosswalk, four (4) other downtown mid-block pedestrian crossings are existing. Two mid-block crossings are on Higuera and two on Monterey. Over the past several years few collisions have occurred involving pedestrians at the downtown mid-block crosswalks. A traffic signal was previously located on Higuera Street,mid-block between Chorro Street and Morro Street. In 1993 the City Council supported a staff recommendation to install a mid-block bulbout,improving pedestrian visibility,and to remove the mid-block traffic signal. The mid-block traffic signal did not meet Federal or State warrants for necessity,the cost to operate the signal was approximately$1,500 per year, and pedestrians often crossed without regard for the existing signal. Staff Recommendation Improving the signage and placing pavement markings warning the driver that pedestrians may be crossing in the area, and improving the visibility for both the pedestrian and the motorists is the preferred improvement by Public Works Department staff and supported by the Police Department staff. While a variety of alternatives exist in the way of improvements,this action is an effective, low cost alterative,both initially and in the long tern. It is also standard engineering practice and encouraged to be implemented. Other alternatives may discourage pedestrians from crossing at one mid-block point. The other alternatives can also cause additional delay to both the pedestrian and the motorist,be more costly both in both initial costs and long term maintenance costs, and could be less attractive in the downtown core. y2?, Council Agenda Report-Mid-Block Crosswalks in the Downtown Area Page Summary For motorists who may not be familiar with an area, signs and pavement markings can act as guides,or may help bring to the drivers attention a condition which may be unexpected. Mid-block crosswalks are not normally expected by the motorists,especially motorist who are unfamiliar with an area such as tourists, delivery truck drivers and residents new to an area. Bringing pedestrian activity and the City's mid-block crosswalks to the motorists attention is often viewed as a safety measure by police departments and as a standard practice by engineers involved with transportation. Improving the visibility of pedestrians to motorists and vehicles to the pedestrian can assist is minimizing conflicts between these two forms of transportation. CONCURRENCES San Luis Obispo Police Department concurs with the recommendation to add pedestrian signage, pavement markings and improve visibility,where feasible, at the downtown mid-block crosswalk locations. FISCAL IMPACT Estimated fiscal impact of signage, striping and revised parking/loading zones at Marsh Street is $400, cost for signing and striping of all five downtown mid-block crosswalks is $1400. The signage and striping changes would be funded from the General Street Maintenance account. ALTERNATIVES A variety of alternatives exists for discussion. The following list has been compiled by staff,other alteratives may exist. Marsh Street Discussion Estimated Cost Alternatives 1. No Changes Staff does not recommend the "no $ 0 change" alternative. Staff would recommend making changes to bring the mid-block crosswalks to the motorists attention. 2. Remove Mid-Block Staff would not recommend this 606n_ $8,000 Crossing due to Iow collision history of the crossing(s), and staff would like to encourage pedestrians to cross at one location, if not crossing at a street intersection. 3. Replace Mid-Block _ Staffwould not recommend this option $15,000 to$25,000 Crossing with a Raised at this time and suggests the fust Table Crossing and/or revision to be considered to the Remove and Replace crossing should be to use standard Landscape Planter engineering practice of signing and Drinking Fountain and pavement legends to bring the y3 Council Agenda Report-Mid-Block Crosswalks in the Downtown Area Page 4 Bench to the Far Side pedestrian crossing to the motorist (East Side)of the attention. Crossing 4. histall Flashing Caution Staff would not recommend simple $15,600 to$30,000 Lights,Lights Activated yellow flashing lights as a motorist by Pedestrian Push may soon grow accustomed to this Button,or Activated by measure. Also, pedestrian activated Video Detection Camera lights by push button is not recommended as a pedestrian may or may not choose to activate the lights. Pedestrian activated light would bring to the motorist attention an unusual situation; however, the motorist may not know whether they should stop or _ proceed with flashing yellow lights. 5. Install Traffic Signal Staff would not recommend this $40,000 Activated by Pedestrian alternative as travel delay for both the Button pedestrian and the motorist would increase. This alternative would indicate to motorists that they are to stop for the pedestrians, if the pedestrian chooses to activate the traffic signal. Based on the City's past experience,pedestrians may not utilize the traffic signal. This alternative may cause stacking of vehicles past the parking structure entrance and into the Chorro Street intersection. Installation of a traffic signal at this location does not meet Federal or State Warrants. NcM1ockcmsswWkn Attachments 1. San Luis Obispo Downtown Mid-Block Crosswalk Study Department of Public Works, TransportationDivision,March 1997 2. Crosswalks When is a Crosswalk Unsafe?,Traffic Information Program Series,ITE 3. Council Agrees to Axe Crosswalks.Arroyo Grande 1993 4. Crosswalks:Gotchal,Los Angeles Times 2/5/85 5. Crosswalks-a Fading Landmark Los Angeles Times 1/29/85 6. Crosswalk:Strives Fade From Street Scene 7. Car-crazy Californians don't know pedestrian rights Santa Maria Times 11/25/95 8. Pedestrian-Actuated Crosswalk Flashing Beacon City of Chattanooga Tennessee y-lj� Attachment 1 i i j San i Luis j e • �SOUSPO Downtown Mid-Block Crosswalk .j Study .j r r March 1997 Prepared By: City of San Luis Obispo Public Works Department I Transportation Division r i 3 y-s' Table of Contents EXECUTIVE SUMMARY 1 DISCUSSION 2 MARSH STREET,EXISTING SETTING 2 Street Layout 2 Land Uses 2 Recent Improvements along Marsh Street 2 Marsh Street Prior to 1995 3 PEDESTRIAN ACTMTY IN THE DOWNTOWN AREA 3 Traffic Volumes 7 RECENT COLLISIONS ALONG MARSH STREET 7 DOWNTOWN MID-BLOCK PEDESTRIAN COLLISION HISTORY, 1989 TO PRESENT 8 Marsh Street Collision Rate 9 Comparison Data,Collisions Involving Pedestrians 9 SIGN AND SAFETY OF PEDESTRIAN FACILITIES 9 Typical Problems 9 Pedestrians Most At Risk 9 Times of Occurrence 10 Location Type 10 Crosswalks 10 Roadway/IntersectionDesign 11 Intersection Types 11 Sight Distance 11 Pedestrian and Motorist Signage 11 GoverningManuals 11 Pavement Word and Symbol Markings 11 Warningsigns 12 Traffic Signals 12 GovernmgManuals 12 Advantages and Disadvantages of Traffic Control Signals 12 Warrants for Traffic Signal Installation 13 MARSH STREET ALTERNATIVES 15 RECOMMENDATIONS 16 CONCURRENCES 16 FISCAL IMPACT 16 SUMMARY 17 Table 1,Historical Vehicle Volumes on Marsh Street North-East of Carmel 3 Table 2,Pedestrian Volumes at Mid-Block Downtown Crosswalks 4 Table 3,Pedestrian Volumes on Marsh Street between Chorro Street and Morro Street 5 Table 4,1997 24-Hour Vehicle Volumes on Marsh Street,East of Chorro Street 7 Table 5,Marsh Street Alternatives 15 Figure 1,Pedestrian Count Locations 6 Figure 2,Pedestrian Warning Signage 12 y-G March 1997 San Luis Obispo Downtown Mid-Block Crosswalk Study EXECUTIVE SUMMARY In January of this year the City Council expressed concern with the mid-block crosswalk on Marsh Street between Chorro Street and Morro Street. This concern was raised after two collisions occurred involving pedestrians this past December. Staff was directed to gather information and report back to the City Council. This study is in response to that request. Marsh Street in the area between Chorro Street and Morro Street is heavily utilized by pedestrians in the downtown area. Services and businesses such as the downtown Post Office, the city public parking garage, and Copelands store on the south side of the roadway are attractions encouraging pedestrian activity to and from the downtown core. As an example of the degree to which this corridor is used,the Marsh Street mid-block crosswalk recorded 260 pedestrians per hour on average over the time period pedestrian counts were conducted.Traffic volumes on Marsh Street have remained fairly consistent over the past ten years at approximately 14,000 vehicles per day on an average weekday. A recent project to improve Marsh Street was completed in November of 1995. This project included construction of bulbouts to shorten the distance to cross Marsh Street at three intersections and at a mid-block location between Chorro and Morro Streets. Over the next twelve months the mid-block crosswalk operated as intended channelizing pedestrians to one mid-block location. This resulted in very few pedestrians now crossing outside of the mid-block marked crosswalk or outside of the signalized intersections of Marsh/Chorro and Marsh/Morro. Many of the pedestrians observed crossing at the mid-block marked crosswalk began crossing almost immediately upon reaching the curb, a small number waited for vehicular traffic to clear before beginning to cross Marsh Street. In December 1996 two pedestrians were struck by vehicles at the Marsh Street mid-block crossing. The first occurred around 2:30 p.m. as the pedestrian was "following behind" another pedestrian who was already in the crosswalk. The second collision occurred at approximately 9:00 pm.as the pedestrian, "half-jogging" across Marsh, followed others across the roadway. Both collisions occurred in the northern most Marsh Street travel lane. The existing Marsh Street mid-block bulbout shortens the distance to cross Marsh Street, minimizing the time a pedestrian is in the roadway. No signage or pavement markings exist identifying a pedestrian crossing at the mid-block locations. For motorist which may not be familiar with an area, signs and pavement markings can act as guides,or may help bring to the drivers attention a condition which may be unexpected. Mid-block crosswalks are not normally expected by the motorists,especially motorist who are unfamiliar with yr7 San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 2 an area such as tourists, delivery truck drivers and residents new to an area. Bringing pedestrian activity and the City's mid-block crosswalks to the motorists attention is often viewed as a safety measure by police departments and as a standard practice by engineers involved with transportation. Improving the visibility of pedestrians to motorists and vehicles to the pedestrian can assist is minimizing conflicts between these two forms of transportation. DISCUSSION In January of this year the City Council expressed concern with the mid-block crosswalk on Marsh Street between Chorro Street and Morro Street. This concern was raised after two collisions occurred involving pedestrians this past December. Staff was directed to gather information and report back to the City Council. This study is in response to that request. MARSH STREET,EXISTING SETTING Street Layout Marsh Street in the area of Chorro Street and Morro Street is a three (3) lane, one-way roadway. Traffic signals are existing at Marsh/Chorro and at Marsh/Morro intersections. The length of the block is approximately 122 meters. The overall curb to curb width is approximately 15 meters, with bulbouts and crossings at Chorro Street and a mid-block crossing approximately 44 meters south of Morro Street. The curb to curb width at the bulbouts is approximately 11.6 meters. In the narrowed areas on-street parking would be illegal per California Vehicle Code as it is in a travel lane. However,motorist have parked in this area.Red curb is scheduled to be placed this spring to reinforce the parking prohibition. In the 15 meter sections parking generally exists (2.3 meter parking lanes),a bike lane(1.5 meter),and three(3)-3 meter travel lanes. Marsh, Higuera, and Monterey Streets are identified as Arterial roadways in the City's adopted Circulation Element. Land Uses The land uses in the Marsh Street area consist of the following: On the south-east side of Marsh exists the downtown United States Post Office, the Parable, the Masonic Temple Building with Law's Hobby Center on the ground floor, a City operated public parking garage with 252 parking spaces,and Copeland's Sports Fitness Super Store. On the north-west side of Marsh exists Barnes and Noble bookstore,the Juice Club, and Ben & Jerry's along with several retail shops and eating establishments,a movie theater,and a pedestrian pathway to Higuera Street in the Downtown Center, Fresh Choice restaurant exists along Marsh Street,and Copeland's Sports Store. Recent Improvements along Marsh Street In 1994 Marsh Street was restriped to include a bicycle lane(class II bike lane)on the south side of the roadway,in an easterly direction. This lane provides the only striped bicycle lane in a west-to- east direction for the downtown area.The Marsh Street bike lane is identified in the City's adopted Bicycle TmnsportationPlan. yam' San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 3 In November of 1995 an improvement project was completed along Marsh Street from Nipomo to Santa Rosa. This project constructed Mission Tile bulbouts and colored pavement crossings at Broad, Garden and Chorro Street intersections and a bulbout with Mission Tile and colored pavement crossing mid-block between Chorro and Morro Streets. Landscape planters, refuse receptacles, benches and drinking fountains were installed as part of this project. The project designer was Wildan Associates; project engineer for the City of San Luis Obispo was Barbara Lynch;Engineering Assistant in traffic matters,John Rawles;and City Engineer,Wayne Peterson. Marsh Street Prior to 1995 In recent years and prior to 1995,Marsh Street was a 15 meter curb to curb roadway with standard comer curb returns and pedestrian sidewalks typically 3.3 meters in width in the downtown area Vehicle traffic volumes historically have been counted on Marsh Street north-east of Carmel. Volumes on Marsh have been fairly consistent over a ten year time frame,some variation would be expected simply based on seasonal variations. For this ten year period a summary of vehicle volumes on Marsh Street, on a two year basis, is identified as follows: Table 1 Historical Vehicle Volumes on Marsh Street North-East of Carmel COUNT DATE 24-HOUR COUNT 1986,March 12,500 1988,September 14,100 1990,May 14,100 1992,June 13,200 1997,January(North-East of Chorro) 13,900 PEDESTRIAN ACTIVITY IN THE DOWNTOWN AREA To compare pedestrian activity at various times of the day and at the various mid-block crossing locations in the downtown area, pedestrian volumes were counted at the five (5) mid-block crosswalks and at the Chorro to Morro segment of Marsh Street. The reasoning behind conducting counts at all mid-block locations was to provide a comparison of pedestrian volumes at the various crossings. The five mid-block crosswalks were counted during three time frames: morning(9:00 to 10:00 a.m.), noon (12:00 to 1:00 p.m.) and afternoon (3:00 to 4:00 p.m.). For map location identification,see Figure 1 on page 6 following this discussion. It was observed that the Marsh Street mid-block crossing has the highest pedestrian volumes of all mid-block crossings in the downtown area The mid-block crossings in the road segments between Chorro and Morro Streets are consistently utilized at a higher rate than the other mid-block crossings. y� San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 4 The pedestrian volumes at mid-block locations are summarized as follows: Table 2 Pedestrian Volumes at Mid-block Downtown Locations 1 2 3 4 5 MONTEREY HIGUERA MONTEREY HIGUERA MARSH STREET STREET STREET STREET STREET BETWEEN BETWEEN BETWEEN BETWEEN BETWEEN OSOS & MORRO OSOS& MORRO MORRO&CHORRO MORRO&CHORRO MORRO&CHORRO 9:00 - 9:15 3 3 1 12 26 9:15 - 9:30 5 5 3 14 33 9:30 - 9:45 9 5 11 12 33 9:45 - 10:00 19 6 14 29 28 Morning 1 Hour 36 19 29 67 120 Total 12:00- 12:15 21 22 44 46 64 12:15 - 12:30 20 14 64 60 92 12:30 - 12:45 32 8 74 66 74 12:45 - 1:00 36 15 78 68 88 Noon 1 Hour 109 59 260 240 318 Total 3:00 - 3:15 24 7 61 108 81 3:15 - 3:30 15 16 68 51 84 3:30 - 3:45 16 19 61 72 83 3:45 - 4:00 25 9 72 83 90 Afternoon 1 Hour 80 51 262 324 338 Total 3 Hour 225 129 551 631 776 Total The pedestrian count which was conducted along Marsh Street between Chorro and Morro Streets, consisted of counts which were taken at the eastern leg of the Chorro/Marsh signalized intersection (location 6), at the mid-block location (location 5) and at the western leg of the Morro/Marsh signalized intersection(location7), on Thursday January 30' from 12:00 to 1:00 p.m.. It was observed that pedestrians crossing at the signalized intersection of Marsh/Chorro waited for the signal to give them a green indication from 0 to 27 seconds. The average wait observed was 16 seconds. Thirty-seven (37) groups were timed as they waited. The `walking speed" varied from 6 seconds to 12 seconds to cross the 11.6 meter roadway, or 1.9 meters per second to 0.97 meters per second respectively. The average walking speed was 1.34 meters per second. A normal walking rate for most traffic signal timing design is 0.91 to 1.22 meters per second (3 to 4 feet per second, Institute of Transportation Engineers, ITE,reference). y io San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 5 The mid-block crossing on Marsh Street between Chorro Street and Morro Street was also observed for wait and walk times. In this case, without a traffic signal many people stepped into the roadway without waiting. For those who did wait, the measured time varied from 0 to 20 seconds. The average wait time observed was 2.9 seconds. The "walking speed" varied from 6.2 seconds to 15.6 seconds to cross the 11.6 meter roadway, or 1.87 meters per second to 0.73 meters per second respectively. The average walking speed was 1.34 meters per second. These observations revealed pedestrians were more "patient" waiting at the signalized intersection for a green indication. Once the pedestrian began walking across the street, in both cases, the pedestrian was in the roadway for an average 8.6 seconds to traverse the 11.6 meter street crossing or in other words the average walking speed was 1.34 meters per second. The pedestrian volumes on Marsh Street are summarized as follows: Table 3 Pedestrian Volumes on Marsh Street between Chorro Street and Morro Street 6 5 7 MARSH STREET AT MID-BLOCK ON MARSH STREET AT CHORRO STREET MARSH STREET MORRO STREET EAST CROSSWALK BETWEEN CHORRO&MORRO WEST CROSSWALK 12:00 - 12:15 69 64 49 12:15 - 12:30 79 92 52 12:30- 12:45 87 74 54 12:45 - 1:00 106 88 65 Total Pedestrians for 1 Hour 341 318 220 San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 6 Figure 1 Pedestrian Count Locations _ L 1 4 a e 4 N San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 7 Traffic Volumes Vehicle traffic volumes were counted along Marsh Street the week of January 12, 1997. The volumes listed are for a 24-Hour time period,total counts on this one-way roadway. Traffic volumes on Marsh Street in 1997 are summarized as follows: Table 4 1997 24-Hour Vehicle Volumes on Marsh Street,East of Chorro Street SUNDAY MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY SATURDAY WEEKDAY DAILY JAN.12TH JAN.13' JAN.14TH JAN. 15TH JAN.16" JAN.17T" JAN.18n AVERAGE AVERAGE 10079 13271 13119 13571 14108 15509 14120 13916 13397 The peak traffic period along Marsh Street is near the noon hour. For example on Tuesday January 14", the morning peak hour was from 11:00 to 12:00, with 1048 vehicles traveling along Marsh Street just north of Chorro,the afternoonpeak hour was from 1:00 to 2:00,with 1202 vehicles. Vehicle volumes were also counted on Higuera Street between Chorro Street and Garden Street as part of an annual traffic count program on Wednesday January 22, 1997. The 24-hour traffic volume on this one-way roadway was 14,400 vehicles. RECENT COLLISIONS ALONG MARSH STREET, BETWEEN CHORRO STREET AND MORRO STREET The two recent collisions involving pedestrians in the Marsh Street mid-block crosswalk are summarized below from the Police Department Traffic Collision Reports: December 12. 1996.2:30 p.m. The pedestrian said that s/he was crossing behind a male subject in the crosswalk just prior to the collision. The driver, traveling eastbound in the #1 lane (northern most lane) hit the pedestrian which caused the pedestrian to fall on the hood of the vehicle. The pedestrian was able to get to their feet and get to the sidewalk The driver of the vehicle failed to stop and identify themselves and was described as motioning with their hands as to say sorry. December 13, 1996,8:53 p.m. The pedestrian stated that s/he was crossing in the crosswalk northbound at a half jog. Vehicles were stopped for pedestrians in the #2 and #3 (center and southern lane) lanes. As the pedestrian neared the other side of the street,the pedestrian saw the vehicle approaching and tried to wave and yell to get the drivers attention. The pedestrian was then struck and landed on the roadway. The driver of the vehicle stated that s/he had just gotten off work and was driving eastbound. The driver came up to the crosswalk and stopped for pedestrians. The driver then proceeded eastbound on Marsh at approximately 8 to 9 MPH when the vehicle struck the pedestrian in the crosswalk. 7 �3 San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 8 Four witnesses were interviewed by the Police Officer. Witness 1 said that s/he saw several people crossing in the crosswalk in both directions. The witness saw the pedestrian crossing and vehicles stopped in the #2 and #3 lanes. The witness saw the driver traveling in the #1 lane and it did not appear that the vehicle was going to stop. The other three witnesses had similar statements to witness 1. DOWNTOWN MID-BLOCK PEDESTRIAN COLLISION HISTORY. 1989 TO PRESENT When a question arises,collision analysis is normally investigated over a three year period. If the number of collisions that have occurred over the most recent three year period is small, then the analysis period can be increased to five or seven years if the data is available. Data was available through the City's S WITRS(State Wide Integrated Traffic Records System)data base from 1989 to 1996. Marsh Street Previous pedestrian collisions along the Marsh Street corridor between Chorro and Morro intersections: Date Description Apri14, 1989 On Marsh near Monro,5:00 p.m.,not in crosswalk January12, 1989 On Marsh near Chorro,7:58 p.m.,not in crosswalk Higuera Street Previous pedestrian collisions along the Higuera Street corridor between Osos and Morro intersections: Date Description January1, 1993 On Higuera near Osos,2:51 p.m.,not in crosswalk Previous pedestrian collisions along the Higuera Street corridor between Morro and Chorro intersections: Date Description October 25, 1991 On Higuera near Morro,3:20 p.m.,crosswalk,not at intersection Monterey Street No pedestrian collisions were found in the City's SWITRS data base along the Monterey Street corridor between Osos and Morro intersections from 1989 to present. Previous pedestrian collisions along the Monterey Street corridor between Morro and Chorro intersections: Date Description March 30, 1991 On Monterey near Chorro, 1:28 a.m.,not in crosswalk San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 9 Marsh Street Collision Rate At the Marsh Street mid-block location,two collisions involving pedestrians have occurred in the last three years. The following information utilizes an accident rate formula to determine accidents per million vehicles,the formula is as follows: average number of accidents per year over the last three years Accident Rate= average daily traffic(in thousands)X 0.365 X number of locations 2-3 Accident Rate=14x 0.365 x 1 Accident Rate= 0.13 collisions involving pedestrians per million vehicles at the Marsh Street mid- block crossing. Comparison Data,Collisions Involving Pedestrians The State of California's Department of Transportation(Caltrans) compiles annual accident data reports. The accuracy of the data contained in the reporting document is subject to reporting levels of the law enforcement agencies supplying the collision reports.This document is often utilized by engineers to compare collision rates on roadways of a similar classification. The document identifies state averages,District 5 (San Luis Obispo is in District 5)averages,and San Luis Obispo County averages. Unfortunately,for comparison purposes,pedestrian collisions are not identified separately. In contacting District 5 traffic safety personnel,they were not aware of the availability of Pedestrian Collision Rate data Without the benefit of comparison data outside of the City, intuitively staff feels the collision rate involving pedestrians at non-intersection locations over the last seven years to be low. This conclusion was based on 1)these roadways are carrying 14,000 vehicles per day,2)high pedestrian volumes, and 3) few reported collisions involving pedestrians either at mid-block crosswalks or outside of a crosswalk DESIGN AND SAFETY OF PEDESTRIAN FACILITIES The Emergency Medical Services Authority stated in their 1994 Pedestrian Safety in California:A State Plan, "Pedestrian crashes,like other motor vehicle collisions,are not "accidents". They are the result of actions--on the part of the pedestrian and the motorist—. . . :' Typical Problems Pedestrians Most At Risk Collision involvement is highest for 5- to 9-year-old males according to Design and Safety of Pedestrian Facilities,prepared by the Institute of TransportationEngineers(ITE). ITE indicates this is related in part to the young pedestrians tendency to dart into the street. Rates for older persons (65 and above)are lower than for most age groups;however,ITE states older adult pedestrians are much more vulnerable to serious injury when struck by a motor vehicle than younger pedestrians. San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 10 Times of Occurrence Pedestrian collisions are most prevalent during morning and afternoon peak periods. Fatal pedestrian collisions typically peak later in the day between 5 and 11 p.m. This is partly the result of pedestrians being struck after dark along high-speed roads,where the pedestrian and/or driver is alcohol-impaired,according to ITE. Location Type ITE states in terms of accident location, 65 percent of collisions involving pedestrians occur at nonintersections. This is particularly true for the younger pedestrians,where dartouts into the street are a major cause of collisions. A frequently cited contributing factor with collisions involving dashing into the street at mid-block or at an intersection is that the motorist or pedestrians could not see each other because of on-street, parked cars. ITE.indicates"the designer should prohibit on-street parking in advance of mid-block crosswalks and intersections." Crosswalks A crosswalk as defined in the California Vehicle Code is either: (a) that portion of roadway included within the prolongation of the sidewalk, we often refer to these areas as unmarked crosswalks,or (b) any portion of a roadway distinctly indicated for pedestrian crossing by lines or other markings on the surface,a marked crosswalk. Marked crosswalks are generally recommended(ITE)under the following conditions,assuming the jurisdictions ability to economically maintain marked crosswalks: • Signalized intersections with pedestrian signal indications or substantial pedestrian crossings; • Where a marked crosswalk can concentrate or channelize multiple pedestrian crossings to a single location; • Where there is a need to delineate the optimal crossing location when it is unclear due to confusing geometrics or traffic operations; • At approved school crossings or for crossing on recommended routes to school;and • At other locations with significant pedestrian crossings and pedestrian/vehicleconflicts. The City of San Diego, studied intersections at which there were both marked and unmarked crosswalks. The results were surprising. Although 2% times as many people used the marked crosswalks, 6 times as many accidents occurred in the marked crosswalks. A pedestrian safety study in Long Beach, reported 8 times as many accidents in marked crosswalks compared to unmarked crosswalks. The San Diego study went on to state". . . Evidence presented by this study indicated that the poor accident record of marked crosswalks is not due to the crosswalk being "marked" as much as it is a reflection on the pedestrian's attitude and lack of caution when using the marked crosswalk. Nor is the careless pedestrian the only victim of his actions. Evidence shows that motorist and passengers may also become the victims of rear end collisions when forced to stop suddenly for pedestrians precipitously stepping out into a marked crosswalk." yVG San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 11 Roadway/IntersectionDesign Intersection Types Allowing vehicles and pedestrians to share the roadway safely and efficiently is not an easy task. Devices such as bulbouts, curb ramps, channelization islands, pedestrian refuge islands and medians have been used to shorten crossing distances, increase pedestrian and vehicle visibility, simplify the crossing task, control vehicle paths and control vehicle speeds. If designed correctly, the bulbout offers pedestrians a distinct advantage in making a crossing maneuver while causing minimum interference for vehicle traffic. Sight Distance A commonly overlooked element of the design or redesign of an intersection, from a pedestrian perspective, is the provision and maintenance of adequate sight distance. Often an intersection design includes the use of pedestrian features such as landscaping,benches,bus shelters,retaining walls,bollards,mail boxes,newspaper stands,refuse receptacles,street light poles,or utility poles. Although these items can enhance aesthetics or provide services to the pedestrian they can also limit the available sight distance for the motorist. When practical these features should be "downstream" of a crosswalk providing as much visibility of the pedestrian to a motorist as possible. Pedestrian and Motorist Signage Governing Manuals Signing in California is governed by the Manual On Uniform Traffic Control Devices (MUTCD) published by the Federal Highway Administration(FHWA) and the state sign manual, developed by the California Department of Transportation(Caltrans)and known as the state Traffic Manual. These manuals provide specifications on the design and placement of traffic control signs, pavement markings,and traffic signals installed within the public right-of-way. The state Traffic Manual prescribes five basic requirements for all devices. They must: • Fulfill a need. • Command attention. • Convey a clear,simple meaning. • Command respect of road users. • Give adequate time for proper response. The state Manual emphasizes`uniformity" of traffic control devices. A uniform device conforms to the regulations for dimensions,color,wording and graphics. The standard device should convey the same meaning at all times. Consistent use of traffic control devices protects the clarity of their messages. As stated in the state Traffic Manual, "uniformity" must also mean treating similar situations in the same way. Pavement Word and Symbol Markings The MUTCD and the state Traffic Manual allow for the use of pavement word and symbol markings such as"PED XNG"or"SCHOOL XNG" as a motorist warning device. ITE cautions that the use of pavement legends should be kept to a minimum to retain effectiveness. W-17 San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 12 Warning Signs ITE recommends an Advanced Pedestrian Crossing sign (federal Wl1-2 or state W54A) be installed in advance of mid-block crosswalks or other locations where pedestrians may not be expected to cross. ITE further recommends a Pedestrian Crossing sign (federal W 11 A-2 or state W54), which is similar to the Advanced Pedestrian Crossing sign, but has the crosswalk lines shown on it,be used at the crosswalk. Figure 2 W54A W54 Traffic Signals Governing Manuals Similar to signage,traffic signals have a list of criteria which is identified in the federal MUTCD and the state Traffic Manual. A traffic signal is any power-operated traffic control device, other than a barricade warning light or steady burning electric lamp, by which traffic is warned or directed to take some specific action. Advantages and Disadvantages of Traffic Control Signals Traffic signals are valuable devices for the control of vehicle and pedestrian traffic. However, because they assign the right-of-way to the various tragic movements, traffic signals have a profound influence on traffic flow(MUTCD). Traffic signals, properly located and operated, usually have one or more of the following advantages: • They can provide for the orderly movement of traffic. • Where proper physical layouts and control measures are used, they can increase the traffic-handling capacity of the intersection. • They can reduce the frequency of certain types of accidents,especially the right-angle type. • Under favorable conditions,they can be coordinated to provide for continuous or nearly continuous movement of traffic at a definite speed along a given route. • They can be used to interrupt heavy traffic at intervals to permit other traffic,vehicular or pedestrian,to cross. San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 13 Where traffic signal installations are illdesigned, ineffectively placed, improperly operated, or poorly maintained the following factors can result: • Excessive delay may be caused. • Disobedience of the signal indications is encouraged. • The use of less adequate routes may be induced in an attempt to avoid such signals. • Accident frequency(especially the rear-end type)can be significantly increased. Warrants for Traffic Signal Installation The Traffic Manual states"The justification for the installation of a traffic signal at an intersection is based on the wan-ants stated in this Manual and in the Manual On Uniform Traffic Control Devices. . . The decision to install a signal should not be based solely upon the warrants,since the installation of traffic signals may increase certain types of collisions. Delay, congestion,approach conditions, driver confusion, future land use or other evidence of the need for right of way assignment beyond that which could be provided by stop signs must be demonstrated." Eleven separate warrants exist and are investigated prior to considering traffic signal control. Briefly these eleven warrants consist of the following: 1. Warrant 1 - Minimum Vehicular Volume; intended for application where the volume of intersecting traffic is the principal reason for consideration of a signal installation. 2. Warrant 2 - Interruption of Continuous Traffic; applies to operating conditions where the traffic volume on a major street suffers excessive delay or hazard in entering or crossing the major street. 3. Warrant 3 - Minimum Pedestrian Volume; a traffic signal may be warranted where the pedestrian volume crossing the major street at an intersection or mid-block location during an average day is : 100 or more for each of any four hours;or 190 or more during any one horn. In addition to a minimum pedestrian volume of that stated above, there shall be less than 60 gaps per hour in the traffic stream of adequate length for pedestrians to cross during the same period when the pedestrian volume criterion is satisfied. Where coordinated traffic signals on each side of the study location provide for platooned traffic which result in fewer than 60 gaps per hour or adequate length for the pedestrians to cross the street,a traffic signal may not be warranted. This warrant applies only to those locations where the nearest traffic signal along the major street is greater than 90 meters(approximately 300 feet) and where a new traffic signal at the study location would not unduly restrict platooned flow of traffic. Curbside parking at non-intersection locations should be prohibited for 30 meters (approximately 100 feet)in advance of and 6 meters(approximately 20 feet)beyond the crosswalk. 4. Warrant 4 - School Areas; warrant based on vehicle volumes, quantity of school pedestrians,vehicle speeds and sight distance. y�5 San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 14 5. Warrant 5 - Progressive Movement; on a one-way street, adjacent signals are so far apart that the necessary degree of platooning and speed control of vehicles would otherwise be lost. 6. Warrant 6-Accident Experience; five or more reported accidents of types susceptible to correction by traffic signal control which have occurred within a 12-month period,and adequate trial of less restrictive remedies with satisfactory observance and enforcement has failed to reduce the accident frequency,and the volume of traffic not less than 80% of the requirements in the Minimum Vehicular Volume or Interruption of Continuous Traffic Wan-ant,and the signal will not seriously disrupt progressive traffic flow. 7. Warrant 7 - Systems Warrant; this wan-ant is utilized to encourage concentration and organization of traffic flow networks. 8. Warrant 8 - Combination of Warrants; in exceptional cases, a signal may be justified where Warrants 1 and 2 are satisfied to the extent of 80% or more of the stated numerical values. 9. Warrant 9 - Four Hour Volume Warrant; based on vehicle volumes from all approaches. 10. Warrant 10 - Peak Hour Delay Warrant; is intended for application where traffic conditions are such that for one hour of the day,minor street traffic suffers undue delay in entering or crossing the major street, this warrant is based on measured delay and stated minimum volumes. 11. Warrant 11 -Peak Hour Volume Warrant; this wan-ant is also intended for application where traffic conditions are such that for one hour of the day,minor street traffic suffers undue delay in entering or crossing the major street, this warrant is based on stated volumes. In reviewing the above wan-ants for installation of a traffic signal,the wan-ant we looked at closely was Wan-ant 3, Minimum Pedestrian Volume. This wan-ant was not met due to the fact that 1)the Marsh Street traffic signals are time coordinated,2) the observation that pedestrians were finding opportunity to cross the roadway,and 3)the nearest traffic signal is approximately 44 meters from the crossing, with the proceeding traffic signal at Chonro Street intersection approximately 78 meters west of the mid-block crossing. Both of these signalized intersections,Chorro and Morro, are less than required distance of 90 meters from the location where a pedestrian traffic signal would be proposed. y-moo San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 15 MARSH STREET ALTERNATIVES A variety of alternatives exists for discussion. The following list has been compiled by staff,other alternatives may exist. Table 5 _... -Discussion _ .... _.......,;- Estimated Cost Alternatives _. ..: ..... :........ ......:._........ ___.__-- -- 1. No Changes Staff does not recommend the "no $ 0 change" alternative. Staff would recommend making changes to bring the mid-block crosswalks to the motorists attention. 2, Install Pedestrian-:j Staff :: ..would . recommend this. $250 per location Signage and Pavement`::improvement to :help bring,.the mid-. - 1 Markings 'block 'crosswalks to the,'inotorists; j attention. : : 3. Remove Parking/Loading Staff would recommend this $150 per location Zone Approaching Mid- improvement to improve visibility of Block Crosswalk the pedestrian to the motorist and _. ._ vehicle visibility to the pedestrian. r - recommend flus option ^X8,000..A `- : 4. Remove Mid-> lock i StaffwoulcTnot Crossing s;due to low collision. history.-of the! . 1 i (! - i crossiag(s)and staff would encourage.i i ped estnans to cross i.4t.one:location, if _j s not crossing.ata streettintersection 5. Replace Mid-Block Staff would not recommend this option $15,000 to$25,000 Crossing with a .Raised at this :time .and suggests .the. first Table Crossing and/or revision .to be considered to the - . Remove and Replace crossing should be to .use standard Landscape Planter .engineering practice of. signing .and Drinking Fountain and pavement legends to bring . the Bench to the Far Side .:pedestrian:crossing to the motorist (East Side) of the attention. Crossing 6. a Install >aastung. Cautiion';S'taff wonld:Mnot recommend simple `$15,000to$30,000 {Lights, Lights Activated ;yellow flashingItghts as a motorist by Pedestrian Push i may soon grow accustomed .to this.j Button, or Activatedmeasure Also, estnan :activated'" by . ...:.. ped Video betection Camera lights _ .by : .push :;button is not ' recoriunended as a pedestrian.may, or may notchoose to activate the lights. ! i Pedestrian activated light would bang I to -the motorist. attention an :unusual j situation; .however, the motorist may not,know whether,they should stop'.or ::. I i nroceed y.�z/ San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 16 7. Install Traffic Signal Staff would not recommend this $40,000 Activated by Pedestrian alternative as travel delay for both the Button pedestrian and the motorist would .increase. This alternative would indicate to motorists that they are to stop for the pedestrians, if the pedestrian chooses to activate the traffic signal. May cause stacking of vehicles past the parking structure entrance and into the Chorro Street intersection. Installation of a traffic signal at this location does not meet MUTCD or State Warrants. RECOMMENDATIONS Based on the preceding information staff makes the following recommendation and recommends modificationsto the downtown mid-block pedestrian crossings as outlined below: 1. Retain the Marsh Street mid-block crossing at this time due to the low collision history. 2. On the north side of Marsh Street, approaching the mid-block crosswalk, provide an additional six (6) meter no parking zone to improve sight distance. This no parking zone would replace an existing pedestrian loading zone. Relocate the pedestrian loading zone to the far side (east side) of the marked crosswalk, replacing one (1) existing limited time metered parking space. 3. Modify all downtown mid-block pedestrian crossings,where readily feasible,as follows: • Direct staff to install pedestrian crossing signage and advance pedestrian signage at all mid- block crosswalks throughout the downtown area. • Direct staff to provide pavement legends in advance of the mid-block crossings identifying "PED XING". • Relocate refuse receptacles or other visual obstructions. CONCURRENCES San Luis Obispo Police Department concurs with the recommendation to add pedestrian signage, pavement markings,and to improve visibility,where readily feasible, at the downtown mid-block crosswalk locations. FISCAL IMPACT Estimated fiscal impact of signage, striping and revised parking/loading zones $400 at Marsh Street, $1,400 total for signing and striping of all five downtown mid-block crosswalks. The signage and striping changes would be funded from the General Street Maintenance account. y--.22 San Luis Obispo Downtown Mid-Block Crosswalk Study March 1997 Page 17 SUMMARY For motorist which may not be familiar with an area, signs and pavement markings can act as guides,or may help bring to the drivers attention a condition which may be unexpected. Mid-block crosswalks are not normally expected by the motorists,especially motorist who are unfamiliar with an area such as tourists, delivery truck drivers and residents new to an area. Bringing pedestrian activity and the City's mid-block crosswalks to the motorists attention is often viewed as a safety measure by police departments and as a standard practice by engineers involved with transportation. Improving the visibility of pedestrians to motorists and vehicles to the pedestrian can assist is minimizing conflicts between these two fors of transportation. i.irafficW=wwMciblockCmwwak,OMed=mMepon y� Attachment 2 C Q088LLS WHEN IS A CROSSWALK UNSAFE? Apparently, whenever it is painted on the street! F A number of years back, the City of San Diego published some startling results of a very extensive study of the relative safety of marked and unmarked crosswalks. San Diego looked at 400 intersections for five years (without signals or four-way stops) that had a marked crosswalk on one side and an unmarked crosswalk on the other. About two and one half times as many pedestrians used the marked crosswalk, but about six times as many accidents were reported in the marked crosswalks! Long Beach studied pedestrian safety for three years (1972 through 1974) and found eight times as many reported pedestrian accidents at intersections with marked crosswalks than at those without. One explanation of this apparent contradiction of common sense is the false security pedestrians feel at the marked crosswalk. Two painted lines do not provide protection against an oncoming vehicle and the real burden of safety has to be on the pedestrian to be alert and cautious while crossing any street. A pedestrian can stop in less than three feet, while a vehicle traveling at 25 MPH will require 60 feet and at 35 MPH approximately 100 feet. The California Vehicle Code says that a crosswalk exists at all intersections unless pedestrian crossing is prohibited by signs. Some of these crosswalks are marked with painted lines, but most of them are not. Pedestrian crosswalk marking is a method of encouraging pedestrians to use a particular crossing. Such marked crossings may not be as safe as an unmarked crossing at the same location. Therefore, crosswalks should be marked only where necessary for the guidance and control of pedestrians, to direct them to the safest of several potential routes. � 101W, y�� Attachment 3 Council ag rees to axe crosswalks . )ley Jmtriter Peterson AJtlw� same. q�Ood•�te ARROYO GRANDE — While Calttat►s 1MtiaLiCt; '1 -� plaitrad tIM41 a 1gC>Qallal' '+ lice« will m longer be painted on Witt Atatvt7ratde iffojiipe-I Crosasralb throughout the city un- desulans omntered in dAwrilks.at less special circumstances exist. unconmiled �councilmen agreed Tuesday eve- U%gW huftlecdom -IN. •,t•'•\Z`��.1�%�:i Z•:S.yam--..: ,5,.. �.�.•�w::.,, - _VVUUVincl guy The City Council simply dis- _+ . . ..t'3RO...... i * decision made by the traffic •. l]raffic Commission two weeks ago tubtfms o►IttIR $ P� Jaid dgemtmed that, given the ad- —tbat$'t'a safety nX t �.` . vice of both the diream of puhfie exp��; ' :Y Works and police chief to wdl..,,= -in othw.Wwld facts ied by.Caltrans. looffl" "paint shouttf 4W M48ts certain crosswalks t waitktl prudent,- extra cautiotittiwit prow safer for both pedestrians and doesn't. drivels. "So, you`re saym& �ff.7a► �p "Caltrans has found that cross-. off that curb;Pete GaDaghjf4 itld'te walks are more dangerous than peo- on your own, be caleWOM -' pie suspected," explained Public lagh" W& Works Dn'eCiOr Van Laun� "SoComma nNMbW.DftW M' _: `:,`•: they suggest that,we down pp.of the BatrardBttrfre tmd Ga11 r crw` K' �8�+/a�s�C� �'-+'� .1.-•i.`.`"" t0 supportthelrekTtc Vii" ` a •`�"�''°`�"Tr�'^'�"r'"�' Tt1eNow arose after some resi- lkats about the loss of decides not to repaint 1 fho , walks at the ice w Ieave:ut fYafYkc Way ao ASK, bnt oth lorsecaion of TraWay and Fair._ waft. er req to hr ffic >sc' paks Avenue. Those crosswalks Councilmen Gene Adoon srt8`Tiffi Were not maimed after the strew Sours were absent. tuts overlaid more than a year ago. AccoWling to I.aum and Police f Chief Ride TerBorch, studies show That painted crosswalks provide a false sense of security for pedesui-. . its.cWithotu the'paittt;;�he.:eresrr brallts.aall-atiar.bta pedestrians tend to be more cautious when stepping ' ',�;�•:i�;��� y:.E��.,.at;'� :� .3.;,tfr,.?. .r': . intra the street, they agreed. i But the mayor and some audience members were confused by those facts. ' "Maybe it's the way I grew tip, but I understood that crosswalks were son of a hallowed ground," explained Mayor Pete Gallagher. "That is exactly the problem" TerBorch said. The myth that crosswalks are safe havens for pedestrians began. Ter- Borch explained, as a reality. Prior to 1973,he explained,every car had to stop at the crosswalk if a pedes- trian was present. But legislation changed the law to state that motorists need not stop unless their travel through the cross- walk violates the pedestrians' right of way. "That left the decision to the judgment of the driver which often isn't that good," TerBorch ex- plained. �/-•ZSR Attachment 4 Crosswalks. Gotcha' ,i We're still scratching our heacls over the story public's`perception is at odds with the realit that appeared on Page 1 last week about how things. crosswalks are actually dangerous to use for If so; this is a textbook case of the Lav crossing the s:.reeL It seems that people become Unintended Corsequences, the pervasive cons unduly confident when crossing between two of nature that plays havoc with so much w• white lines, artd safety suffers. Crosswalks in the intentioned effort Crosswalks were painted middle of the block unprotected by a traffic light streets in the first place to increase pedest: are the most hazardous kind, though even where safety. They wound up having the opposite eff there is a traffic light, having no crosswalk is safer What's more, the public has become so font than having one. them that citizens raise a ruckus whenever 1( As a result, man; Southern California communi- public-works officials try to undue the damage. ties have gi .etl removed several thousand Part of the problem. of crosswalk safety is crosswalks in recent years, thereby, they hope, general slackening of diligence by drivers keeping pedestrians alert and on their toes. One respecting the pedestrian's right of way. It was traffic expert even suggested that the safest way to many years ago that if a pedestrian stepped o cross the street is to jaywalk;' jaywalkers take sidewalk in Ca!lfornia all cars came to a h special care when Creaking the law. Things have changed, though it's not cl Not everyone., however,thinks that the counter- whether the culprit is more aggressive pedestri intuitive case against crosswalks has been proved or more aggressive drivers or increasing animo, beyond a reasonable doubt. Some say that it's between the two. just another example of twisting statistics. Much Let the walker beware: Grossing the street of the public seems to side with this ! view, be dangerous to your health, crosswalk or r^ T judging from neighborhood objections whenever a nothing 'for granted: And don't expect crosswalk is removed. But every study that has crosswalk the next time you have to get to been made of pedestrian safety says that the other side. Y tY' �-zG Attachment 5 L A TiAl es - 079 - vS Contlaued from Page 1 resurfaced about every 10 years, Royer noted, and most of the old False Serie of Security crosswalks are not replaced. A few "When crosswalks are marked, of the more dangerous crosswalks the pedestrian boldly charges out have been sandblasted out. into oncoming traffic," said David Other traffic engineers expressed Called Dangerous C Royer,Principal engineer for the similar sentiments, saying they Lae.Angeles Transportation De- routinely discourage the creation of v Partment,summing up the prevail- new crosswalks because the mark- ��®�r�tpd)/y��(i ing view.In the Process,he or she . ings give the pedestrian what sev- Ja) Crosswalks k nuns the�risk of either getting eral engineers called a "false sense 1 struck•by a vehicle or causing an of security." :Accident..by.forcing the motorist to Chet Howard, director of public ® !11 /rdH 1�0� swerve into another lane. works in Arcadia, goes so far as to a0 ti4��6�Qdin Yet, .although 13 years have :uy. "People are sometimes better i"pO.ssed since the study by traffic -of[ to Jaywalk" bcause they are Landmark f engineers is San Diego was pub- more careful when breaking the ! ]fished disagreements among na- law. I tion! is Me experts persist And One of the boldest efforts to although.many cities in Southern arise crosswalks is taking place in 'Here Lies ; California are in the midst of Santa Barbara, where the City John McRae; massive crosswalk-removal pro- Council has adopted a policy that is He died defending grams, some have Ignored or re- apected to eventually erase up to His Right-of-Way." jetted the findings and others have 257c of the city's crosswalks, said —Lmctpdoo oc hd resorted to other tools—such as ibe city's former transportation oaDa"9Matt"Acreksengineer, Leif_.Ourston. Ourston Deya'n�u of ira syortadaa Bred even more dangerous. still believes school crosswalks are ByPATBRENNAN, u;eful but sees virtually no need n7nes Staff Writer 'Aeeldent Sates for any others. The'stWy;published in 1972 by An informal survey of city engi- When city officials refused last San Diego's Public Worksi veers throughout Los Angeles June to repaint a crosswalk outside ment, found that two accidents nts ; County turned up a number of an Alhambra convalescent home ;took place in painted crosswalks forstudies, including those by Long for the elderly,the hospital's direc- every one in unmarked intersec- ' Beach and the Los Angeles County for was furious. i tions. The most dangerous cross- Ecad Department,that support San - "It's a total hazard," Cheryl 1 walks,it found•are those painted at Diego's findings and that have led Brykman, director of the Brykirk ;mud-block without the protection d an overall reduction in cross- Eztended Care Hospital,said of the ?:of traffic signals or stop signs. I valka. unmarked intersection at the cor- (These findings have since been „In the past, any time a mother ner of Valley Boulevard and Prim- iconflrmed by studies in Britain and would scream,we put one in,"said rose Avenue. "We considered go- (West Germany and by less com- I Scott Klar,director of public works ing out with a marker and putting prehensive ones in other U.S.cities. in Glendora,which has been elimi- tn our own, but the city would get I "The study dramatically affected rating mid=block crosswalks. mad at us." �he way the traffic profession looks low a e realize the problems." ess Brykman joins a growing class of at crosswalks in the entire country. But the engineers acknowledge pedestrians who have been alter- but especially in Southern Califor- talk the public.is used to cross- nately surprised and upset by the via,' Royer said. "Crosswalks walks and often objects to their disappearance of that misunder- mum more problems than they aimination. Such protests are tm- stood passageway of pedestrian etas•• cbrstandable considering the age life, the crosswalk. Once consid- and ubiquity of the byways. Royer said that of the roughly , ered essential to safety,crosswalks , The existence of crosswalks has have been quietly vanishing by the 4,000 mid-block crosswalks that I teen traced to ancient Rome, thousands throughout Southern existed in Los Angeles in the early I vhere stepping-stones for pedes- California since the publication a1 a 1970x, about halt have been re- t tions were laid across heavily study that says death or injury is moved About 15,000 crosswalks ; taveled roads. The modern cross- twice as likely in marked cross- remain, but the vast majority are valk, according to one authority protected by traffic signals,he'said. -�:alksasatunmarkedlocations. , vas Invented 6y E.P. Goodrich, Major streets in Los Angeles are vho painted the first crosswalk Please see CROSSWALK,Page 12 Ines on New York City streets in ' 1911. Most of Southern California's i crosswalks, according to Royer. vere painted in the 1940s and'505. Attachment 6 ,R®SSWALK. kripes . Deaths Prompt Action Although most pedestrians have probably never given them a sec- ond thought, the crosswalks can �" inspire passions. In Alhambra, an outcry developed in December when the city resurfaced Valley Boulevard, a major artery, and Danger of Zebra Strl , traffic aides recommended that the Pe City not restripe 16 crosswalks at But zebra stripes are considered t intersections where there were no especially dangerous by James andCoast," Herms said "The t atfie lights. other engineers because they are 'After all, that study was made idn. The-City Council subsequently more attractive to pedestrians ordered four of the crosswalks while being no more apparent to Southern California, and every. 'restri ed and directed the staff to body knows the people in Califor- �'compile statistics for a minimum of motorists than conventional paral- nia are a bunch of kooks.'" lel stripes. But Herms said the statistics two years on both the marked and f The San Diego study was based speak for themselves. unmarked intersections. in art on some elementary physics Terry L.James,director of pub- I p y p y The crosswalk still has its , ! that compared the pedestrian's place,"Herms said. "We ;:tic services, said eight pedestrian view of crosswalks to that of the lust have i ;'deaths in five years in Alhambra, ' to be careful where we install i ! motorist. them.,' ::and 19 pedestrian accidents on ; Because the driver is closer to ;'Valley Boulevard alone, prompted I the ground and is traveling faster ';his recommendation that the bourl- ; than the pedestrian, it found, the i evard intersections not be restriped i crosswalk appears different to him. !• with crosswalks. Instead of two broad bands of paint But some members of the City 10 feet apart.,the driver sees a pair 'Council disagreed. '"It simply of stripes each a fraction of an inch doesn't make sense to me that wide and a few inches apart. The crosswalks are a deterrent to safe- faster the car is moving, the �.ty," said Mayor Talmage V.Burke, ' smaller. the stripes appear. The who led the drive to have four of report analyzed 400 crosswalks the crosswalks repainted. "I be- over a five-year period. lieve you can do anything with Negative attitudes toward cross- statistics." walks have found their way into Walter A. Wirth,74,said he had handbooks and manuals on traffic been using the same crosswalk safety published by the California outside his home on Valley Boule- Department of Transportation. and ;ward almost every day for the last the San Diego study's conclusions 125 years only to find that it had are considered valid by the Ameri- been wiped out by road resurfacing can Automobile Assn. Gary Foxen, On August. a traffic engineer for the Auto Club, "A city engineer read some study said that although the organization ,.about something someplace, and 1 has no official policy on the issue,it ;'think that's a lot of hogwash," has on occasion made recommen- Wirthsadd."It people have to stand'! dations concerning crosswalks there and tremble and wonder based on San Dieao's finn;nas. whether to cross the street or not, The National Safety Council, on then they're at the mercy of the the other hand,considers all forms traffic." of marked crosswalks to be safe, Wirth said he told a councilman! said Al Lauersdorf, administrator that the city was "heading for and of traffic safety programs.Lauers- accident" uithout'the crosswalksi dorf said this has been the Safety and tinted that he would consider: Council's position since 1970, and approaching the councilman's op. was formed after extensive meet- ponents in upcoming November Ings with pedestrian Wety com- e!ections if the crosswalk was not rruttees across the nation. Lauers- replaced. The crosswalk was re-. dorf said he had not heard of San striped in December, Diego'e or any other city's study In nearby San Gabriel, no cross- suggesting that crosswalks can be walls have been removed in recent dangerous. years, city officials said. Instead, in San Diego, meanwhile, Bruce crosswalks on heavily traveled F. Herms, an associate engineer . streets have diagonal lines— and principal author of the 1972 known as cross-hatches or zebra report, said that about 50% of the stripes—running between the par- city's crosswalks that were not ' aIlel boundaries of crosswalks, located at signalized intersections Public Works Director Frank ar at school crossings have been rurbes s..id. ! retired. y�O "We r^: them al! the time."� •'A lot of criucism of the study Attachment 7 A-4—Saturday,Nov.25,1995—Santa Maria Times 0 TRANSPORTATION Car-crazy Californians don't know pedestrian rights LOS ANGELES (AP) — While cle every 93 minutes in the United fewer than one percent of the city's States, according to the National residents commute to work on foot, Highway Traffic Safety Administra- it's not surprising that many people tion. don't know the rules of the pedestri- Most pedestrian fatalities Sould an. easily be prevented simply by fol- A recent national survey by the lowing the rules, said Arthur An- American Automobile Association derson, director of the California revealed that from 25 percent to 50 Office of Traffic Safety. percent.don't know when it's legal "Most of us know. the rules, to jog in the street, how to properly but.we refuse to adhere to them," use a signal-controlled crosswalk or said Anderson, a former Califor- even whether drivers need to stop nia Highway Patrol Officer. "It's for pedestrians.. . a behavioral problem. These are It's legal to continue across a some of the easiest traffic safety crosswalk even after the "Don's laws to comply with, but people Walk" sign begins.flashing, despite still do things to get themselves what 49 percent of survey respon- injured." dents thought. But it's illegal to jog And it's usually their own fault. in the street if adequate sidewalks More than 80 percent of the 850 are provided. pedestrians who died last year in If there are no sidewalks, walk California were doing things they on the shoulder facing oncoming should not have been doing — traffic. Drivers are not required to from trying to run across.busy in- stop at a crosswalk unless a terstate highways to wandering pedestrian has already begun to drunk in the roadway or crossing I cross. the street in the middle of the A pedestrian is killed by a vehi- block. achment 8 1 U FEB 2 81997 °j} Co of Ch ity hu t February 21, 1997 Ms.Deb Larson City Traffic Engineer City of San Luis Obispo 955 Morro Street San Luis Obispo,California 93401 Dear Ms.Larson: I hope the enclosed report is helpful to you. I appreciate the interest you have shown in this device.If you decide to install and test this type of crosswalk traffic control,we would appreciate hearing of your experience with it. If ever you have questions or would like additional information,please feel free to call. Sincerely, John W. Van Winkle City Traffic Engineer lcwh Enclosure Department of Public Works Suite 210, City Hall 37402 • (423)757-5110 CITY OF CHATTANOOGA PEDESTRIAN-ACTUATED CROSSWALK FLASHING BEACON In 1987 the City of Chattanooga's Traffic Engineering office received a request from a group of residents from a retirement home to install a traffic signal to assist them in crossing the street. The entrance to their 100 unit complex is off a minor arterial street with a daily traffic volume of 12,800 vehicles per day and a speed limit of 40 miles per hour.Both the driveway into the retirement center and a minor side street into a small subdivision across from the driveway have traffic volumes of less than 200 vehicles per day. The retirement home is located across the street from a small shopping center,which makes a walk to the store a regular activity for many residents of the retirement home. The residents complained that traffic did not stop or even slow down when they attempted to cross using the marked crosswalk. Because the location did not meet signal warrants,the Traffic Engineer's office looked for other types of traffic control to assist the residents. The most logical alternative was an intersection flashing beacon. The problem with the flashing beacon was that,due to the relatively light and sporadic pedestrian activity, drivers would rarely encounter a pedestrian in the crosswalk. The fear was that drivers would begin to ignore a continuously flashing beacon. To help the beacons have more visual impact,it was decided to borrow an idea which other devices such as school flashers and railroad crossing warning signals employ. That is, to flash the beacons only when someone is actually in the crosswalk What resulted is the pedestrian-actuated crosswalk flashing beacon shown in the enclosed plan and accompanying pictures. The plan shows advance overhead signs with wig-wag beacons connected to a flasher cabinet located at the crosswalk.Pedestal posts are provided on both sides of the crosswalk with push buttons and supplemental flashers used to confirm to the pedestrian that the advance beacons have been activated. 164. To educate the residents about this experimental device, advisory signs were posted on the pedestal poles instructing pedestrians in the use of the flashers. In addition,a member of the traffic engineering staff met with residents of the retirement home to explain how the device operated. Residents were advised that the new installation was not a traffic signal, but a flashing beacon.They were instructed to push the button and continue to pay attention to oncoming traffic. A timing relay was connected to the flashing circuit to control the duration of each actuation. For this location the flashing interval was set at 30 seconds based on field observations of pedestrian movements. A copy of the timing circuit wiring diagram is also included. Because of the simple design,construction costs were kept to a minimum.The total installation cost,including labor,was approximately$3600. Material expenses were$1400.For this particular installation only one new pole was required for the advance flashers,helping to keep installation costs down. To test the effectiveness of the device,before and after field studies were conducted. Driver reactions to a pedestrian in the crosswalk were observed prior to the installation of the flashers and again three months after installation. The results are shown in the table below. Wilcox Boulevard at Talley Place Pedestrian Crosswalk Before and After Flashing Installation Analysis Direction Driver Reaction Before(4/9/871 After(8/13/87) %Change Vol. % Vol. % Eastbound Stopped for Ped. 13 11 53 52 +373* Slowed 54 45 38 38 -16 No Reaction 52 44 10 20 -77* Total 119 100 100 100 Westbound Stopped for Ped. 7 6 32 32 +433* Slowed 38 33 18 lg -45 No Reaction 70 61 50 50 -18 *statistically significant Total 115 100 100 100 The study showed that there was a significant improvement in driver reaction to a pedestrian in the crosswalk. During the study, the test subject never directly challenged the drivers y_3L (walked into the driver's path)for obvious safety reasons.There was, nevertheless,a statistically significant increase in the number of drivers stopping for the pedestrian. Since the installation of the first pedestrian-actuated beacon, the City has installed three other similar devices. One is located on a major four lane one ,vay arterial (12,800 vehicles per day)230 feet downstream from a signalized intersection.This installation,which serves a large downtown church, is interconnected to the signal. When the midblock crosswalk push button is depressed, the signal's pedestrian phase is activated along with the crosswalk beacons. The third installation serves a Goodwill Industries employment center.The crosswalk crosses a narrow(36' wide)four lane minor arterial with an ADT of 10,700 vehicles per day. The fourth location is for a midblock crosswalk connecting a middle school and a high school. The schools are located on opposite sides of a two lane collector street with an ADT of approximately 3,500 vehicles per day. After the initial study, our office has periodically made informal field checks and has monitored the locations for any accident activity.To our knowledge,there have been no reported accidents or documented conflicts involving pedestrians. As is common at signalized intersections,we have observed pedestrians crossing without pushing the button. We also received one complaint that drivers did not slow down for a pedestrian in the crosswalk serving the Goodwill center. In that instance, the police department was notified of the problem and requested to monitor the location. We recognize that more in-depth testing of the device should be made. Later this year two additional pedestrian-actuated beacons will be installed in Chattanooga. To broaden our knowledge of the effectiveness of this type of control, more extensive before and after field studies will be performed for both installations.Follow-up driver reaction studies for the four existing locations will also be conducted. A/-33 � 1 � 4 i ..wZ �,i w� i�i�' i '�� �i� vP '• i�!�•!CMZ WTI Lp, V . . ' . l r}• CJ C�� a® T �\ : • - • - - • • - 1 0 e I I ' 'rc'+. Sued A Goodwill pedestrian flasher with alternative message "Yield to Pedestrians" W I a . j -_ PUSH BUTTON --- -- FOR WARNING FLASHER J CROSS WITH CAUTION .. ..r - ..--�. Goodwill crosswalk 7 3(