#02 - Cross Walk Discussion - Laserfiche WebLink

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60 Proper planning and land use practices should be applied to benefit pedestrians. For example, busy arterial streets should be used as a boundary for school attendance or school busing. Major pedestrian destinations should not be separated from each other or from their parking facilities by a wide, busy street. The MUTCD pedestrian signal warrant should be reviewed to determine whether the warrant should be modified to more easily allow for installing a traffic signal at locations where pedestrians cannot safely cross the street (and where no alternative safe crossings exist nearby). Consideration must always include pedestrians with disabilities and proper accommodations must be provided to meet ADA requirements. There should be continued research, development, and testing/explanation of innovative traffic control and roadway design alternatives that could provide improved access and safety for pedestrians attempting to cross streets. For example, in-pavement warning lights, variations in pedestrian warning and regulatory signs (including signs placed in the centerline to reinforce motorists yielding to pedestrians), roadway narrowing, traffic-calming measures, and automated speed-monitoring techniques deserve further research and development to determine their feasibility under various traffic and roadway conditions. More details about these and other pedestrian facilities are contained in the Pedestrian Facilities User’s Guide: Providing Safety and Mobility,(22) and in the Institute for Transportation Engineers (ITE) publications Design and Safety of Pedestrian Facilities(35) and The Traffic Safety Toolbox (chapter 19, “Designing for Pedestrians”).(36) Table 11 provides initial guidance on whether an uncontrolled location might be a candidate for a marked crosswalk alone and/or whether additional geometric and/or traffic control improvements are needed. As a part of the review process for pedestrian crossings, an engineering study should be used to analyze other factors, including (but not limited to), gaps in traffic, approach speed, sight distances, illumination, the needs of special populations, and the distance to the nearest traffic signal. The spacing of marked crosswalks should also be considered so that they are not placed too close together. Overuse of marked crosswalks may breed driver disrespect for them, and a more conservative use of crosswalks generally is preferred. Thus, it is recommended that in situations where marked crosswalks alone are acceptable (see table 11) a higher priority be placed on their use at locations having a minimum of 20 pedestrian crossings per peak hour (or 15 or more elderly and/or child pedestrians per peak hour). In all cases, good engineering judgment must be applied. OTHER CONSIDERATIONS Distance of Marked Crosswalks from Signalized Intersections Marked crosswalks should not be installed in close proximity to signalized intersections (which may or may not have marked crosswalks); instead, pedestrians should be encouraged to cross at the signal in most situations. The minimum distance from a signal for installing a marked crosswalk should be determined by local traffic engineers based on pedestrian crossing demand, type of roadway, traffic volume, and other factors. The objective of adding a marked crosswalk is to channel pedestrians to safer crossing points. It should be understood, however, that pedestrian crossing behavior may be difficult to control merely by adding marked crosswalks. The new marked crosswalk should not unduly restrict platooned traffic, and also should be consistent with marked crosswalks at other unsignalized locations in the area.