Agenda - Public Works Committee - 07/15/2014

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Access S and Fu 0 C assifi 'on The functional classification of the roadway and the current access con- trol of the roadway being crossed should be considered. Roadways that carry more than 12,000 vehicles per day and are classi- fied as high -mobility corridors are generally not candidates for marked uncontrolled pedestrian crossings. Marked uncontrolled pedestrian cross- ings should only be implemented on signalized roadway corridors if the spacing between the signalized intersections does not adequately serve the pedestrian traffic in the community. The spacing of pedestrian crossing facilities should follow the access spacing guidelines for signals and primary intersections on the corridor of interest. Primary access intersections are intersections that will remain full access over time while secondary access intersections may provide full or limited access over time. Due to the limited access along grade -separated roadway facilities, marked and unmarked pedestrian crossings on those facilities are lim- ited to interchanges, tunnels, and bridges. The high speed of the facili- ties, along with the driver expectations for conflicts, makes any at -grade crossing a safety concern. Sources: C. V. Zeeger; J. R. Stewart, H- H. Huang, P. A. Lagerwey, J. Feaganes and B. Campbell, "Safety Effects of Marked versus Unmarked Crosswalks at Uncontrolled Locations: Final Report and Recommended Guide lines," Federal Highway Administration, McLean, VA, September 2005, K. Fitzpatrick, S. Turner, M. Brewer, P. Carlson, B. Ullman, N. Trout, E. S. Park and J. Whitcare, "Improving Pedestrian Safety at Unsignalized Crossings," Transportation Research Board of the National Academies, Washington, DC, 2006. Speed and Pedestrian Use Consistent with previous research and evaluation methods, the conditions present at the crossing location should be reviewed and the need for the crossing should consider pedestrian traffic volume using the crossing. It is important that the pedestrian use data be collected at multiple times of day to get an accurate picture of the pedestrian traffic need. The high- est hour pedestrian need may not coincide with the highest hour traffic volume crossing the location. In such circumstances, the level of service should be evaluated for the highest pedestrian volume hour and the high- est vehicle volume hour separately. If the crossing location is on a roadway with speeds greater than 35 miles per hour (mph), is in a community of less than 10,000 people, or pro- vides a connection to a major transit stop, there should be a minimum of 14 pedestrians using the crossing during one hour of the day. If the crossing location is on a roadway with a speed of 35 mph or less, there should be a minimum of 20 pedestrians using the crossing during one hour of the day. The above pedestrian volume thresholds can be reduced by 0.33 if more than 50 percent of the pedestrian traffic using the crossing consists of the elderly or children. If these thresholds cannot be met, traffic calming treatments should be considered. In such cases, additional uncontrolled crossing treatments may be considered in conjunction with the traffic calming treatments. Uncontrolled crossing treatments should not be considered by them- selves. 16