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18 Crossing Infrastructure Treatments The following section describes crossing infrastructure to illustrate the universe of opportunities to mark/stripe, sign, and implement geometric improvements to upgrade locations for crossing a roadway by walking, rolling, or bicycling. The list is not exhaustive and only highlights key treatments beyond typical pedestrian crossing and warning signage, or in-street pedestrian signs. Guidance of infrastructure treatments and best practices continues to grow nationally and should be reviewed during some frequency to ensure the latest enhancements are understood (i.e., type, impact, cost, etc.). Of note, construction estimates, and crash reduction percentages are from MnDOT’s Best Practices for Pedestrian and Bicycle Safety (2021) or the FHWA. Lane Reduction A road diet reconfigures the roadway by converting a four-lane (or sometimes more), undivided roadway into a three-lane roadway with two through lanes and a two-way left-turn lane in the center of the roadway. The three-lane configuration provides added space to implement a pedestrian refuge island or landscaped median, bike infrastructure, and other elements for traffic calming. This is a candidate treatment for any undivided road with wide travel lanes or multiple lanes that can be narrowed or repurposed to improve pedestrian crossing safety. It is a proven safety strategy for reducing crashes per the FHWA with a typical crash reduction of 19 to 47 percent. Typically, a roadway with 20,000 AADT or less is a good candidate for a four- to three-lane conversion, though some examples in the United States have shown successful conversions with traffic volumes as high as 26,000 AADT in addition to lower turning volumes. Average cost of implementation is $25,000 to $40,000 per mile. Curb Radii Source: Federal Highway Administration Source: Federal Highway Administration