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Appendix A: SRF Pedestrian Traffic Control Assessment

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Appendix A: SRF Pedestrian Traffic Control Assessment Grand Forks, ND Appendix A: SRF Pedestrian Traffic Control Assessment CPS, Ltd. APPENDIX Draft Memorandum SRF No. 0179294 To: Alex Zikmund, Engineer CPS, Ltd. From: Sara Schmidt, EIT, Senior Analyst Jacob Nordick, P.E. (MN, ND), Principal Date: May 17, 2017 Subject: South Columbia Road Pedestrian Traffic Control Assessment Background SRF Consulting Group, Inc. has completed a pedestrian traffic control assessment along South Columbia Road between 40th Avenue South and 47th Avenue South in Grand Forks, North Dakota. Discovery Elementary School opened in the fall of 2015 and is located on 40th Avenue South west of South Columbia Road. This school serves students that live on both the east and west side of South Columbia Road. Currently students walking or biking to school utilize the traffic signal at 40th Avenue South to cross South Columbia Road. On average, approximately 30 students were found to walk/bike to school in the Discovery School Survey on Modes of Transportation that was conducted by the City of Grand Forks. The number of residential developments in the project area are increasing and with this comes more vehicular and pedestrian traffic. The City of Grand Forks requested the pedestrian traffic control assessment to determine the most appropriate location and pedestrian traffic control method along this segment of South Columbia Road. Existing Conditions South Columbia Road is currently a 2-lane undivided urban roadway that has been functionally classified as a principal arterial with a posted speed limit of 40 miles per hour (mph). Adjacent land uses are residential, educational, and recreational. There are no sidewalks along South Columbia Road within the project area. Currently there is traffic signal located at 40th Avenue South intersection which was constructed in 2015. This signal has pedestrian pushbuttons, countdown indications crossing all four approaches, and sidewalk and/or trail connections at all four quadrants. Existing Pedestrian Crossing Assessment There are two east/west pedestrian crossings at the 40th Avenue South signalized intersection. These crossings are frequently used by students going to and from Discovery Elementary School. There is trail that runs along the south side of 40th Avenue South which connects the school to this intersection. The existing crosswalk and stop bar pavement markings at the crossing are in excellent South Columbia Road May 17, 2017 Pedestrian Traffic Control Assessment Page 2 condition. The intersection is illuminated with three traffic signal mounted luminaires. It also includes flashing signs that flashes/warns turning vehicles to yield to pedestrians in the crosswalk (see photos in the appendix). Proposed/Future Conditions South Columbia Road between 40th Avenue South and 47th Avenue South is currently being reconstructed to a 4-lane divided urban roadway. A 10-foot shared use path is proposed on the west side of South Columbia Road and a 5-foot sidewalk is proposed on the east side which will be completed as a City project separate from the roadway reconstruction project. Potential proposed adjacent land uses may include retail and service type uses (i.e. 50,000 SF of Shopping Center, 5,000 SF Bank, 10 Pump Gas Station/Convenience Store). Connections to the following local streets will be constructed between 40th Avenue South and 47th Avenue South as part of the 2017 reconstruction project: • Star Avenue South/41st Avenue South: southbound right-in/right-out • 43rd Avenue South: northbound three-quarter (eastbound left-turns restricted) • 45th Avenue South: northbound three-quarter (westbound left-turns restricted) A traffic signal will be constructed at 47th Avenue South as part of the reconstruction project and will have the same pedestrian features as the 40th Avenue South intersection except for the flashing signs. Pedestrian Crossing Options With the high speeds, wide crossing distance (approximately 80 feet), and large amount of traffic on South Columbia Road, we recommend installing an enhanced pedestrian crossing in the vicinity of 43rd Avenue South. This intersection is about half way between 40th Avenue South and 47th Avenue South on South Columbia Road and has a 20 foot concrete median on the north side of the intersection. A future design of this intersection includes a southbound to eastbound left-turn lane. It is unknown at this time when this intersection will be constructed into a full three-quarter access. Five enhanced pedestrian crossing options include: • Striping and Signing Improvements • Pedestrian Flashing Beacon • Rectangular Rapid Flashing Beacon (RRFB) • High-Intensity Activated Crosswalk Beacon (HAWK) • Pedestrian Traffic Signal Striping and Signing Improvements To improve the visibility of the crossing and safety of pedestrians it is recommended to add striping and signing improvements. Provide a marked crosswalk to increase the visibility of the crossing and to identify to pedestrians where they are supposed to cross. At mid-block/non-signalized pedestrian crossings, vehicles have the right-of-way unless the crossing is marked. Marking the crossing will clarify to vehicles and pedestrians who has the right-of-way. Install advance warning signs so vehicles South Columbia Road May 17, 2017 Pedestrian Traffic Control Assessment Page 3 can see a pedestrian crossing is forthcoming. Construct a pedestrian refuge island within the proposed median to allow pedestrians to make a two-stage crossing. A pedestrian refuge island may potentially slow vehicle traffic and improves visibility/awareness to vehicles of a pedestrian crossing. These striping and signing improvements should be implemented as part of an enhanced pedestrian crossing traffic control measure and therefore is included in each option’s cost estimate. Pedestrian Flashing Beacon Pedestrian flashing beacons may improve the visibility of the crossing and driver awareness. They also have a relatively low installation cost. The purpose of the pedestrian flashing beacon is to increase driver awareness of crosswalks that are not across approaches controlled by YIELD signs, STOP signs, or traffic control signals. The type and design of a pedestrian flashing beacon varies, but can include flashing circular yellow indications mounted below a pedestrian warning sign or school crossing sign at a crosswalk or on an overhead mast arm. The beacons can be activated manually by a pedestrian or passively by a pedestrian detection system. The pedestrian activation activates all the beacons for the crossing. These beacons can also be designed to flash continuously, which reduces the effectiveness of the traffic control feature. Pedestrian flashing beacons typically include pedestals on each side of the road with an additional pedestal in the median (if available). They can be AC or DC (solar) powered. Examples of pedestrian flashing beacons are shown in Figure 1. The estimated construction cost for a pedestrian flashing beacon system at the subject intersection is between $25,000 (post mounted) and $42,000 (overhead). Figure 1: Example Pedestrian Flashing Beacons along 4th Street South in Fargo, ND South Columbia Road May 17, 2017 Pedestrian Traffic Control Assessment Page 4 Rectangular Rapid Flashing Beacon (RRFB) Rectangular Rapid Flashing Beacons (RRFB) are known for high driver awareness and compliance which improves pedestrian safety. A RRFB has two rapidly and alternatively flashing rectangular yellow indications mounted below a pedestrian warning sign or school crossing sign at a crosswalk. The beacon, when activated manually by a pedestrian or passively by a pedestrian detection system, uses an irregular flash pattern similar to emergency flashers on police vehicles, an alternating “wig- wag” flashing sequence (left light on, then right light on) with a pulsing light source. The pedestrian activation activates all the beacons for the crossing. RRFBs are proven safety strategy with up to 78% vehicle compliance of yielding to pedestrians in the crosswalk. An example of an RRFB is show in Figures 2 and 3. The estimated construction cost for a RRFB at the subject intersection is around $45,000 (overhead). It should be noted that RRFBs do not have Federal Highway Administration (FHWA) interim approval in North Dakota or Grand Forks. Figure 2: Example RRFB System (Photo courtesy of Tapco) Figure 3: TH 47 RRFB System in St. Francis, MN (Photo courtesy of Anoka County) South Columbia Road May 17, 2017 Pedestrian Traffic Control Assessment Page 5 High-Intensity Activated Crosswalk Beacon (HAWK) A high-intensity activated crosswalk (HAWK) is a beacon typically installed at mid-block crosswalks that do not meet a Manual on Uniform Traffic Control Devices (MUTCD) pedestrian signal warrant. The purpose of the pedestrian hybrid beacon system is to provide gaps in roadway traffic at a crosswalk that allow pedestrians to cross safely. HAWKs are not designed to control side-street traffic. HAWKs consists of two side-by-side red lenses and a single yellow lens below the red and typical pedestrian countdown signal heads. The beacon remains dark until the pushbutton is activated by a pedestrian and it flashes the red and amber beacons in a sequence that instructs motorists to stop for pedestrians in the crosswalk. The HAWK is a proven safety strategy with up to 97% vehicle compliance of stopping at the crosswalk during the steady red beacon phase. HAWKs are AC powered, utilize a typical signal controller housed in a signal cabinet, and can be activated manually by a pedestrian or passively by a pedestrian detection system. There are only a few HAWKs in operation in North Dakota/western Minnesota and are located in Fargo and Moorhead. An example of a HAWK is show in Figure 4. Additional information on HAWKs is provided in the appendix. The estimated construction cost for a HAWK in the vicinity of the subject intersection is approximately $75,000. HAWK Justification HAWK justification is based on applying the applicable guidelines for installation as outlined in the 2009 Federal MUTCD. An analysis was performed using existing vehicle and pedestrian volumes (Year 2015), and conclude that the HAWK requirements in the MUTCD are met.
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