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CITY OF SAN LUIS OBISPO
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FROM: Michael McCluskey,Director„of Public Works
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Prepared By: Debra Larsoq;Traffic Engineer
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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.
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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.
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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
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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.
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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
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Attachment 1
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San i Luis j
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Downtown Mid-Block
Crosswalk
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Study
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March 1997
Prepared By:
City of San Luis Obispo
Public Works Department I
Transportation Division r
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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
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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
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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.
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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.
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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).
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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
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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.
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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."
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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.
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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
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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,
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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
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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
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Goodwill crosswalk
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