10. Speed zone on Laredo Drive I / O
I ., CITY OF
I itioirli
CHANHASSEN
1 690 COULTER DRIVE • P.O. BOX 147• CHANHASSEN, MINNESOTA 55317
(612) 937-1900 • FAX (612) 937-5739
Action by City A r: ;=
IEMT sed _i (t
MEMORANDUM ilic4ine' — _
ITO: Gary Warren, City Engineer 7= " o.
FROM: Dave Hempel, Sr. Engineering Technician
IDATE: September 19 , 1990 -,RF-9 o
I SUBJ: School Speed Zones on West 78th Street, Great Plains
Boulevard, Laredo Drive and Kerber Boulevard
PW070d-5
IBackground
I The City received a request from St. Hubert' s Church Council to
establish a school speed zone on T.H. 101/West 78th Street in
front of St. Hubert School . On October 23 , 1989, the City
I Council adopted a resolution requesting MnDOT to establish
T.H. 101/West 78th Street along St. Hubert School as a school
speed zone. It was recommended that a school speed zone also be
established on Great Plains Boulevard and Frontier Trail.
IIn addition to these areas, the Public Safety Commission and
staff have also received requests from residents and school
I officials to conduct engineering studies for school speed zones
adjacent Chanhassen Elementary School, specifically Laredo Drive
and Kerber Boulevard. The summary of staffs' findings from
traffic/pedestrian counts and recommendations are contained in
Ithe following report.
IGeneral
According to the State Statutes, local authorities may establish
I a school speed limit within school zones of a public or
non-public school upon the basis of an engineering and traffic
investigation on streets and highways under city jurisdiction as
prescribed by the Minnesota Manual on Uniform Traffic Control
I Devices (MMUTCD) . The establishment of a school speed zone on
any trunk highway shall be with the consent of the Commissioner
of Transportation. School speed limits are in effect when •
I children are present when going to or leaving school during the
opening or closing hours, or during school recess periods. The
I
I
Gary Warren
September 19, 1990
Page 2
1 speed limit shall not be lower than 15 m.p.h. ,
schoo .h. , and shall p p
not be more than 20 m.p.h. below the posted speed limits on the
effected streets if the speed limit is 40 m.p.h. or greater.
This evaluation has been prepared by following the criteria as
outlined in MnDOT' s "A Guide To Establishing Speed Limits In
School Zones" . '
The definition of "school speed zone" is a section of street or
highway which abutts the grounds of a school where children have
access to the street or highway from the school property, or
where children use an established school crossing as provided by
the "school crossing sign" prescribed by the Manual on Uniform
Traffic Control Devices. 1
The purpose of a school speed zone is to reroute or direct school
pedestrian traffic to use a single or common route and crossing
point which will enable the use of crossing guards and/or added
traffic control signs to effectively and safely direct school
pedestrian traffic. Studies have shown that most drivers respond
favorably with increased care in driving when children are
visibly present.
Statistics show the greatest causes of child pedestrian accidents
are children crossing between parked cars and school bus loading
or stopping zones. Where possible, loading or stopping zones
should be off of the street.
At the September 13 , 1990 Public Safety Commission meeting, the
Commission expressed unanimous endorsements of school speed zones
on Kerber Boulevard, Laredo Drive and Great Plains Boulevard.
However, they elected to table endorsement on West 78th Street
because of questions they had about this item from the past.
Results
Engineering and Traffic Investigation
Frontier Trail:
On Frontier Trail, the proposed school speed zone is being con-
sidered between West 78th Street and Chan View (Attachment No. 1) .
Pedestrian and traffic counts were taken for northbound and
southbound directions on Frontier Trail along with an inventory
of traffic control devices. The traffic counts taken at the time
of the pedestrian counts along this street were very low
(approximately two to five cars per five minute period) .
Therefore, staff feels that a school speed zone is not warranted
in this area. However, a school advance sign, intended where
school buildings or grounds are adjacent to streets or highways
is deemed appropriate.
1
Gary Warren
September 19, 1990
Page 3
1
West 78th Street:
On West 78th Street, the proposed school zone is being considered
between Great Plains Boulevard and Frontier Trail (Attachment
No. 1) . Pedestrian and traffic counts were taken for eastbound
and westbound directions on West 78th Street along with an
inventory of traffic control devices. The traffic counts along
this street were fairly substantial, however , our study revealed
' no pedestrians crossing West 78th Street. The study did reveal
an occasional pedestrian or biker using the existing sidewalk
along the north side of West 78th Street to Frontier Trail.
The Minnesota Department of Transportation (MnDOT) also conducted
pedestrian counts on November 15 and 16, 1989 (Attachment No. 3 ) .
MnDOT' s results also indicated little pedestrian activity
crossing T.H. 101 at Great Plains Boulevard. Therefore, due to
the low volumes of pedestrian activity along West 78th Street
combined with the existing traffic control devices, staff
believes that MnDOT would not establish West 78th Street/T.H. 101
as a school speed zone. Staff did notice three school buses
stopping on West 78th Street to unload students. It is
recommended that these three school buses be rerouted to unload
' and pick up in the church parking lot as do the other school
buses . It is also recommended that signs, advising motorists of
the school (Attachment No. 2) be installed on eastbound and
westbound T.H.101/West 78th Street. However, due to the number
of traffic signs already along eastbound T.H. 101/West 78th
Street, it may not be possible to install said school sign on
eastbound West 78th Street.
Great Plains Boulevard:
' On Great Plains Boulevard, the proposed school zone is considered
between West 78th Street to Chan View (Attachment No. 1) .
Traffic counts taken on this street indicate a much lower volume
of traffic, however, this street does convey a number of
pedestrian and bike traffic from the surrounding neighborhoods to
' and from the school. It is therefore recommended that a school
speed zone of 15 m.p.h. be established on Great Plains Boulevard
between West 78th Street and Chan View and that the appropriate
traffic control signs be installed as per MMUTCD (Attachment
1 No. 2) .
Laredo Drive:
On Laredo Drive, the proposed school speed zone is being
considered between Chan View and West 76th Street in front of
' Chanhassen Elementary School (Attachment No. 4 ) . Traffic and
pedestrian counts were taken for northbound and southbound
I
I
Gary Warren
September 19, 1990
Page 4
directions of Laredo Drive between Chan View and West 76th
Street. The pedestrian counts in this area were fairly
substantial . Pedestrian movements utilized existing sidewalks and
pedestrian crossings on which school crossing guards were placed.
Based on the pedestrian volume recorded, it is recommended that a
15 m.p.h. school speed zone be established along Laredo Drive
between Chan View and West 76th Street and the appropriate
traffic control devices be installed per the MMUTCD. Attachment
No. 5 reflects the existing and proposed traffic control devices
along Laredo Drive.
Kerber Boulevard: '
On Kerber Boulevard, the proposed school speed zone is being
considered along Kerber Boulevard approximately 200 feet south of
the intersection to West Village Heights Townhouses and to
approximately 300 feet north of said intersection to West Village
Heights Townhouses (Attachment No. 4) .
Traffic and pedestrian counts were taken for northbound and
southbound directions of Kerber Boulevard at the intersection to
West Village Heights Townhouses. Pedestrian movements were
somewhat split between crossing to West Village Heights
Townhouses and proceeding north into the Chan Vista subdivision.
Although counts revealed somewhat lower numbers of pedestrians
than Laredo Drive, this street does have visibility contraints
due to street alignment and the presence of parked cars. In
addition, the speed limit is 40 m.p.h. versus 30 m.p.h. It is
recommended that a school speed zone of 20 m.p.h. (40 m.p.h.-20
m.p.h. maximum reduction) be established on Kerber Boulevard and
that parking should be prohibited along both sides of Kerber
Boulevard 300 feet north and south of the pedestrian crossing.
In addition, the pedestrian crossing should be relocated
southerly approximately 50 feet to the intersection of Kerber
Boulevard at the entrance to West Village Heights Townhouses and
the appropriate traffic control devices be installed as per
MMUTCD (Attachment No. 5) .
Conclusion
Based on staffs ' engineering and traffic evaluation, it seems
appropriate to establish school speed zones on Great Plains
Boulevard, Laredo Drive and Kerber Boulevard. Although, on West
78th Street (T.H. 101) due to low pedestrian activity, staff
believes MnDOT would not establish West 78th Street as a school
speed zone at this time. However, when the north leg of T.H. 101
is completed, or if the church proceeds with site expansion, then
another evaluation should be performed. Our engineering and
1
i
Gary Warren
September 19, 1990
Page 5
i
traffic analyses will be forwarded to MnDOT for review and
' consideration.
It should be noted that establishing school speed zones alone is
' not enough to decrease the accident potential. Children must be
made aware of the routes and crossing points they should take to
and from school utilizing crossing guards or crosswalks where the
driver anticipates pedestrian activities .
1
Recommendations
' 1. Adopt resolutions establishing school speed zones along Great
Plains Boulevard ( 15 m.p.h. ) , Kerber Boulevard ( 20 m.p.h. )
and Laredo Drive (15 m.p.h. ) as noted in this report.
i2 . Adopt resolution for No Parking signs along both sides on
Kerber Boulevard 300 feet north and south of the driveway
IFentrance to West Village Heights Apartments.
3 . Move crosswalk on Kerber Boulevard south to coinside with the
ientrance to West Village Heights Townhouses.
4 . Implementation of traffic control signs as indicated on
Attachment Nos . 2 and 5.
i5 . Notify bus company to direct their drivers to unload in
school parking lot not on street whenever possible.
jms
i Attachments : 1. Proposed school zones - St. Hubert' s.
2 . West 78th Street, Frontier Trail and Great
Plains Boulevard traffic signing plan.
3 . MnDOT letter dated January 10, 1989.
i 4 . ,Proposed school speed zone - Chanhassen
Elementary School.
5 . Traffic signing plan - Laredo Drive and Kerber
i Boulevard.
6 . Article from California Institute of
Transportation.
c: Ed Brown, MnDOT
' City Engineer' s Comment
I concur with the staff recommendation in this report. As you
' know, the traffic patterns on West 78th Street are expected to
change over the next year or two with the elimination of T.H. 101
traffic from the downtown and also if St. Hubert' s site expansion
i
I
Gary Warren
September 19 , 1990
Page 6
takes place. Based on the minimal pedestrian counts on West 78th
Street, this office also has concluded that the sizeable
investment in flasher units at this location is not appropriate.
The attached article from the California Institute of
Transporation also sheds some interesting light on the
ineffectiveness of flashers in this regard. With the addition of
the senior housing to the St. Hubert' s Church/School complex, an
excellent opportunity exists to provide seniors as crossing
guards for the more active crossing periods. ,
Approval of the Senior Engineering Technician's proposal is
recommended.
1
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ATTACHMENT#2 I
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Metropolitan District �_ .•
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II TOF spa Oakdale Office, 3485 Hadley Avenue North, Oakdale, Minnesota 55128
Golden Valley Office, 2055 North Lilac Drive, Golden Valle Y, Minnesota 55422
I Reply to:5901 Duluth street, Golden Valley, Hi 5!
Telephone No. 591-4605
January 10, 1990
I CITY OF DOWSE!!
SE.
I Gary G. Warren, City Engineer
City of Chanhassen JAN 1 w 1990
690 Coulter Drive, P.O. Box 147
Chanhassen, MN 55317 ENGINEERING DEPT.
I Re: C.S.1010 (T.H.101) at Great Plains Blvd.
II Dear 1 r. Warren:
Please accept my apology for this lengthy delay in
responding
letter of October 26. The data we needed was collected to your
d r and
I briefly reviewed at that time. This letter comes to you naw because of
a very heavy construction workload this last year that ended with our
last traffic switch of the season on Deer 29th.
ITraffic counts were taken at this intersection on November 14, 15 and 16
and are attached for your information. They indicate a very low volume
Iof traffic on Great Plains Boulevard.
A pedestrian count was also taken on November 15 and 16. The highest
single hour had 16 pedestrians crossing T.H. 101. There were several
' hours that counts ranged from zero to two pedestrians. This count was
made only from 6 to 10 am and 3 to 8 pm during the time periods when the
most conflicts would occur with motorists. These counts indicate little
IIpedestrian activity.
An accident review was also made which showed no reported accidents from
IJanuary 1, 1986 to the present.
All data that MWDOT has indicates no justification for an all-way stop
as we also noted in our letter of April 20, 1988 to Pastor Nate Casten.
That letter explains that 24TVDCYr cannot install unwarranted stop signs.
Crosswalk striping and pedestrian signs (W11-2A) are inplaoe at the
I . intersection; however, there are no advance pedestrian signs
To properly identify a crosswalk, the latter should be installed) f2).
advance warning to the motorist. or
II
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An Equal Opportunity Employer
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Pedestrian Warning Flashers I
in an Urban Environment Do
•
They Help? II
—_ — —
BY JAMES W SPARKS AND MICHAEL J. C(NECK)
I
Flashinz bens (common:y (-0.1k: ,--:rc d0.2b e the pc,,tezt.spe. .-_i ir:it.Sub- auth,:rs concluded the flasher was of
flashers or tazthing lights) re f-e- nti.:' speed ; d'.:-.is(1-., as :-Lich as ncgligib!e value and did not do what it
que-ntly requested oy c:tizens in the ...-:-:- ' -- ph) we_e --.. .se ...cd o il. ..he.:, cross- was intended to do.
lief that the:: use w:!! reduce \c-i.fe 17.2.gu::-ds or :.:'1:,.:.:. V.Cre plesent The Arizona Department of Trans-
speeds and impir.?,e safety. Stue:es:,.2 e Thrz.,..- ;;Lse :::-.::; ts‘-‘ te,:.-.)n,.; cted by portation (ADOT) has not found flash-
concluded the: 4.-.,.hing lights may Ser%e K..!obi..:::'n 2,-‘1 c..-weriter; to e..aluale ers useful for intermittent conditions
a useful prpo.,e •.hen used to;;:ert di v• thi. effecti,,cnes,,-.3:r'.. .hing ,-anine bea- such as pedestrian crossing locations.In-
ers unfan: : 1- v,:-....) tht: area to ccndi- cans ol rn(.:t.Drist ‘.1v:: Ft:Jest:v:1c b.-...ha‘,.. form:a:ion published by ADOT strongly
lions that a-e. n..:t readily ap•..Nartn: .i for. A 11 thr::t. i-.:cat.ons v.ef.e near cautions against the unjustified use of
that are tzr.eApe-,tc.:J. These si-Latio, i s_l-;00s. 'P..0 c oci.3-1s --ere in flashers.stating that in such cases,"they
-...., _ generally- occur on 11'.gh•specd 1L-2' Fa:rfax Vi-giii..-1, and invc!ved unique sinlpi cease to command respect of the
roads where there i.a constant cur,d.:.-.-. n-c -ited ped.,:str:en flashers t:-irit op- drive:-s."'The report says that the use of
(such as b sharp curve). There is :.:-::;- er,,tee or three :i.c..!rs :_le :-k :choo: flasher;is all too often an emotional re-
rcntly little evideir,e_th21 ffirshir777.=rr-- cl:ivs. 01-ie :9S5 st.itly found that a pc- spouse t6 symptoms of a lack of pedes-
kricons are efective when used to 6:,strian ft she:. ntztr one shoo: cross. trian safety education, not a traffic en-
-warn o Intermittent concerns, such as v....k 1):-d no sign;ti..=1 effect on vehicle gineering problem.
iFrpreifsL,:) speeds. Another 15 evaluLrien of a pe- A study conducted by Burritt and oth-
envkronment. destrian tia;ther at a second school 1,..lca- ers evaluated flashers installed at two 15-
...,-,....-------
A 1975 study conducted by Reiss on tion revealed -4.. slight speed reduction mph school crossings in Tucson, Ari-
regulatory speed limit signs with flashers (by less than 3 mph) when the flasher zena," They found that speeds and vi-
in school areas where a reduced speed was operating. However,there were also olation rates significantly increased after
limit was in effect when the flashers were slightly higher speeds (more than 2 mph flashing beacons were installed. The
activated found that Rashers did not higher) at a school crosswalk without study confirmed that it is futile and
modify driver beha-ylor or reduce speeds flashers about 1,5(.X) feet downstream counterproductive to expect artificial
to the level posted on the. signs.' The from the pedestrian flasher.The authors stimulants (such as flashers)to override
most significant impact on driver speeds suggested that those few motorists who driver judgments as to safe and unsafe
was the presence of schooi children, slowed down may have then sped up in behaviors. ' \
Another study of.regulatory speed an atterhpt to compensate for lost timc. The use of flashing_warnir3eacons I
limit signs with flashing beacons was The third case study was conducted in aosSiS siale.,oinmended or en-
conducted by Zegeer in 48 school zones Hamilton'Thwriship,New Jersey,and irk- coura,ed in the Manual & Unifornt
.in.Kentucky.2 Average speed reductions volved a pedestrian crosswalk sign ra c Control Devices'; the Mod
were only 3.6 miles per hour (mph). (W11-2A) mounted with pedestrian-ac- aFlit—ion Sit 'F ___L-Pro:rerL,' uhlisl,x___25_JI as .
Speed-data gathered indicated that driv- lusted (push button) shers at a mid- 70)..___Cyjj:ISSiatal-Etigtalt4"44214"'".'. ..
ens selected a speed very close to mid-
, :block school crosswalk.'Two studies 'ration(FHWA);the NCHRP S nthesis
*• posted speed limit when flashers were were conducted at this location.The first Report. 'Pedestrians and Traffic eon-
not operating,but paid little attention to found no significant difference in•speeds tfrIciTtrOarerTor the Amon 1
the legal speed limit when flashers were when P.ashing.. A second study found SafetyProrana1es.1,'
operating. In some cases when the flash- speeds were slightly higher when flashing -
I •
l era v.;,ere operating, measured speeds and no pedestrians were present. The 'secs/C.210.page 29.
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1 32.ITE JOURNAL...JANUARY 1940 .. _ _____
ATTACHMENT #6 I
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Phoenix Flasher _
Experiments
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different types of`)' h:n •,r It �t r - 4r-• .I. .t. 1 . : t 4_____:.,.... .....,,
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the traffic ;lanais it Phoenix t;dshed s: _ , ':x ', .
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'r .. - @ MI'N'X - - .' f i - r.-
ume traffic 11J.4 This p:::c:I:C was dis ! = > gal �__ \ . .
continued be: Us- i? CCn4 c c r.•7?Orlst: f ... .a. 1r_l x • ; . 1' . - T r?;.
! a _ •and res„ited in ili4her ..1Cc:;:_^J'i rates 1 ` ,--74 4--:4A�r.•� -1---.'y •-- ''s V ' '-1 I'
L.atcr, G'ilr r z flalf.e-s were l,s:,lied in -r a - --r Y R. �{
.� -
median isliir d noses in an effort =c pro- sl, y- 1- " i 1.-v-.._-A. ,
- Vide.improved mc.tor!St gu.daiie of ob- *; ( ". v4� "y�
stades�tiithin the roaz•Aay. 530.:YtThese -- ''' 4 4 1_ _ -` L#;' r
flashers have been ,cR-ivv..d f-icier. see- %'-,-=tom f` i ;
';c . vice, and the rerm-tinder •A.;: e:'e.n.tualry r } r •t. ?' -
be rc,no�=ed b:.tv, e •A a d n:,r.s?rated .., {, _ :N. _ ..?.,,.tom:y--',E t.
, lack of effect:vencss Lnd i�l 1'i;..:rite- - _ '---'- -r- -y `--�_i �1,_� r .�
Hance requirements. On the et' I ! � ► •4'
ether hand,
flashing b_ac.rs are used exec "" �i- � ' ' ,`
r.s:.•el i
., . -
and with great. success ^:: :UT St:uci oR ' �? -7,....t.,..4%,-0, l '
barricades where the. are 1 _ A____.,-.:!--,..-5:„ ' - : <}.l
t rr rt' rrdcC
I [tons, deta_r�. or other >f., I :. Ti-:...r - '� - , Z--"-7-1'
•
changes in traffic :vndtt;t,n: be:.:use of c1 =r T' jam•= i -"��v
t<
construction. �,' = w= �. _ _.. �. !r'� 3:
. The City of Phoenix• has also J:.pert• _ — i _ r_3. }Lv a,
merited uitf; ��1'a^:C t�:JS.iit r!?::iC '4. 64,•L•.•a:..- -;F r� L - .0
beacons in con:unction '.,rJt:, fi.G r i;ecics- -.�-w _ o.� ft �. -47., --1Z_ :.•itjan irO.S1n� Er_led=IOJ' (Jl. •)-. 2 J f. ,. f'-. � i ;* = r_ 1 `a- �-:
:1.iJ:JI I �`.
I streets) near :hou:s; :v.o <:r.. rr con-
junction �- rY LL� " - j` i• •� ._..
unction with traffic i - `' `' ` `
I I1C_;kn2ij «G" ^,r,li- -='-'.j'=---e„s - 4 .t +7 ! t- .y �.
catkin t; ed a efferent des:gn to s.:i:ch t - k .,,-- 1 • � a••.s'
for some manner .,r = - K� ti±
1 (n a n(see . make I). _licit:: use �� �� __ ' r .
of flashers (see Figure �'.. - ��'�'�' .r..- ',i
1).
Figure I. Pit:r-rn:x t'ash:r ai-•.-rimeris (eIockwise from lop left): overhead flasher at
Arcadia High School Flasher
Arc 1-: :h ol: $ t`'"'`.. 5i`�'flasher at Cortez High School;advance flasher
I The fist High
of yd at Cart.....,:a. Zlethent",. S;heo and push-I:a:ton flasher on Central Avenue at
r
peacsir'i nS !JLs in fowr,f;:± n f';..nicy.tfur: Ifi71i Stocil.
Phoenix was part of an. effort to reduce
speeds and increase driver awareness of
pedestrians near Arcadia High School:. Table •-.`• t elan :< c�: 2otd Speed Study-1975
The flashers Were installed at 4700)cast S5 Perr_entl;e Average
Indian School Road, a six lane, high.
:mead
im. Speed imAh) Speed(mph)
volume major street. This experiment .
I involved flasher operation during school ConJS,r,Un-----iT'Ph) fustouvnd Wes:bond Eastbound Westbound
hours(6:00 A.M, to 3:45 Pmt.)Overhead 8etore Flofe's 40 38 39 34 34
flashers were installed with supplemen- After Flashers 35 42 41 37 37
tal"SCHOOL"warning signs. Simulta-
I neous with flasher installation,the speed t +2 +3 +3
DIfference -5
t limit was reduced from 40 mph to 3$ •
r mph.Before-and-after radar speed stud-
ies collected in 1975 indicated that the
. flashers and lower speed limit did not data were gathered near 4.:h Place and Shan the roadway section without flash-
result in Iower vehicle speeds(Table 1). Indian School Road,which is outside the ors.
In fact, both the average speed and the , flasher influence area, and were corn- It was hoped that these flashers (in.
8Sth percentile speeds increased slightly pared with speeds at 4700 East Indian stalled on April 4, 1975)would not only
after flasher installation. School Road, directly at the flasher(Ta- affect speeds, but they would also in-
In early 1969,another study was con- blc 2), Flasher presence did not reduce crease driver awareness of pedestrians,
- 'ducted to measure any possible long- speeds, despite the flasher roadway sec- A review of accidents at the affected
I term impact of the flashers.Radar speed lion having a posted speed 5 mph lower nearby traffic signal,4Sth Street and In-
•
--- RE JOURNAL•JANUARY 1990 33 .
'�....„.. � -- �' `,,,,, ., ;: •`'= `
��.a1:::_ ' . .="--,.�-c-oot Road showed ` s '.-•-•- 1 ;: :
:, • a no increase Table 2,tndian Sehoet react Speed Study(1989)-44700 East vs.44th Place
in overall safety and ro bcne5t to pedes-: 85th Percentile Averpgg
trians or bicyclists,as shown in Table 3, Speed
Speed(mph) g Speed p ed(mph)
Cortez High School Lcr'�`�± - - `'r•�r'_ ,ost_c;n- WWsipound East d :t`
$ ,_. boun esiboun
The second e�, calm 44it F.cc ; • 41 36
p ent Hit!-, pedestrian (No F o;�=.,'=; 3 37
flashers was conducted at Cortez High
School,3300 West Dunlap,in 1976 The 4701;?'-':" ' ., e 37
3 38 I
(non,,;,:,
school is on the south side of a six-lane
major street and had a split campus with Oitfe!encO -5 .t,: +2 *2 0
Cortez Park on the north side of the --'a v` r- — `
street,which generated considerable pe-
destrian crossings. A traffic signal was
recommended for the Scltooi dri.c�.ey. Table 3_.cc d.ir;;s ;4_;'---`i •,.,•a 1r,,ion School Rd Signal
However,the school staff was concerned setore F;C ,
that because no local street existed, 'der' AflerFloshe1
drivers may not perceive t; 1 ____�--_,-______ ___':7 t`ru 1:•3`.-lw) (1.1-76 thru 12 31-78)
signal as a Tot -!s ,;0...,:,!i 38 —'—`
logical stepping point This concern Has 40
due to previous experience with a similar rlG.of "..". . ,,.. ..r,; I
midblock school traffic signal. Pede:!rp.,,r,:.,,. 0
Flashers ware therefore added to i.J- Trat.IC` olt.,rr,t,;; 27 ¶c0 3
vance warning (about 250 feet up. AZT = -"="-c;_ - -.`-'...__"y - _ 29,000 ADT
stream)in conjunction:with the ne•,a tr,;f- `�-_,- ----- -_ '
fic signal The flashers are actujted by
pedestrians at the signal. A study was
performed to determine if the flashers Table 4 Co mp.:, 5.: -..-t lose-Rt.d VioIctions at Cortez and Creighton School Signals
."`_____-___,___.wC!e successful in iedJCI t°run-red Vr;-
Vehicles Eriter;rg Crosswalk
lotions.Table. 4 summarizes tnr number --
of illegal (run-red)n•red) mantuNers at :t 'Co:*t J t�lG(rvo, 7:30�kt-3`0�M (�°)
Cortez School 'n^ t the LOGCriicr, ^) n *,-
signal a,^^.0 similar ;;,i - _ _ _ 'p F.'-`-•c, s .'2,,,•„es On Green On Amber
block schoc>l signal withu,.- flas rr;, . Cortez 5_ ,,; _ On Red
11.7:.:4 1'�i4(98.12) 190(1.62 30 0.26
Creighton School at 2h::_ East .;, (f,c.,re•, ) ( )
Dowell. Specific findings , 'C as Sr s we, .O!- Crelgntcr.Sc-ioo, �5 9C0 .14,553 7
lows: F 1 3? (98.41) 185(1.32) 41 (0.27} 111
(t�0 fio3..-
• The numbers of ilega! vehicle ,::oar• ------_—"_,^--
ments (rurr;ing the red light) were
nearly identical a: the two locations,
0 26 percent at Cortez High School
hic;e n7ove •, - -r.. r r. __ _-' pe- lionall,. speed limits were reduced from
compared w:th 0.2?percent at C reigh d st:tan _ r.. . - .__, a;;;c »j mph to 40 mph and the flashers were
ton School co-mounted with oversized, advance _
• 1.5 percent of he :ehlutes pa tcd Cartwright Elementary School "SCHOOL" i
r heir signs(S1•1)and 35 mph ad-
the crosswalk during the amber clear- The thin•. cx er:: c^; was �,n _e,-d at visory speed Signs,
once at Cortez Hi School,compared 59th Ave-_c Tho- s Rc,:d a sag• A before and•after evaluation con-
with 1.3 na)ized i,.tars:-t::;n of:., r.
percent at the C:elg'ato t i najor ducted in 1979 found no significant dif-
crosswalk, This increase w;s not Sts- streets.Ca.r twri_l;t Lee:n_ntar. School is Terence in speeds,with speeds of drivers
tistically significant at the,90 percent located on the s. ::tcw;t Deese:,Because on the southbound approach,which had
flasher, af
confidence level.However,it appeared ti of citizen concern a :t the high traffic a sher, be ng slightly higher r the
.that drivers were using the advance volumes at this :s intersection,-the school installation of flashers, and speeds of
Bashers (which start flashing four sec- district assigned two crossing guards to drivers on two other approaches showing
onds prior to the amber fight)to more the signal. cxperirnc;n:al flashers were a slight decrease. The largest decrease
accurately gauge the beginning of the installed for the southbound and west- in 85th percentile speeds occurred on an
red interval. Thus, this additional in- bound approaches prior to the 1979- approach without flashers, as shown in .
formation may have induced motorists 1980 school }ear. FiashCrs-were not in- Table 5,
to speed up to clear the signal prior to stalled on the northbound and east- In an attempt to fist any possible long-
the red interval. • bound approaches so as to enable an term impacts of flashers, comparative
evaluation of flasher effectivenss. The speed studies were conducted in Febru-
In summary, flashers were ineffective in flashers were timed to operate during the ary 1989. Results similar to the 1979
reducing run-red violations when vehicle school year and only during school cross- study were found. (Set able 6.)
movements at a midblock pedestrian sig.- ' ing times (7:30-8:45 A,ns., 10:15 A.M._ There was no appreciable difference
. nal with flashers were compared with ve- 2:15 P.M., and 1:45-3:15 P.M.). Addi- in speeds on the four intersection ap-
34•lTE JOURNAL•JANUARY 1990 "`—"
i 1
•
- 1
LEA--._:_-,—o :�: • i`; .4,+ '.Sst. :*.O. _ s ._ i• '.r.»-n ,;,:`�.:o., vv ...o. .`o.....".. ...._.. _.. _ .
.. . . .
.1 Table 5.59th Ave.and Thomas Speed Sf`,;jles t'=:!:'ra•.,.-d Alt:: F!osFl•.-rs -,:tc:;ed cr. mph)during flasher actuation.However,
SoirlhboL)nc and Westbound Approaches(1979j _ _ T — - ` — diver speeds were still slightly above the
nth Pa•eenlile Saeec r.,p er_.z� : r--?if _ 35-mph posted speed limit and well
Befare After - -- - -_ T- - .: --- --- 11-Joe the 30-mph advisory speed posted ''
I i Approoch dasher Pasha, Ficthei D1':_70: cf_: -.:t..� -- D."erer,cd ' 'l- dasher(Table 7),National studies
-— --- hat.e repeatedly found that drivers have
KonnSouna No 36 4 35 -i a r•stural tendency to reduce speeds
I Eoslbourd No
36 38 0 when pedestrians are present. Since pe-
Southbound Yes° .--'S 38 +2 32 32 0 destrian-actuated flashers only operate
, Westboand Yes° 43 42 -i 3e• -2
°35r:, n n ___ _,_ .vhen pedestrians are present, even the
L �'�%peotl s,�n Cf ire"_:nor Opp tacn_�
mu:ira,ai 3.3 mph speed reduction.rttay
I t 1 not be attributable to the flasher. The
._,e-e presence of pedestrians may have
$ Table b. 59th Ave.and Thomas�c7mparattve 5;..-,:i a__ ;1y:9) _ cawed the lower speeds.
I 85th Long-term speed studies were con-
' j Posted Pe.e.-_ ;,.!: :..E:we
t u_;ed in February 1989. Findings indi-
Approoch _ F,d;her —5cead;rip-) ,F�_c. ,-,) i real;.r;pri) .ot-d no flasher effectiveness, with vir-
! Norlhtaond No 40 44 43 tua.:y identical vehicle speeds when the
Eastbound Na 40 38 flasher IS operating compared with the
Soutnbo�rd Ye; 40° 4:., n.-r-lashing condition (less than a 1-
Westooend Yes 40° 33 •^p=, difference). Furthermore, the mi-
035-rnph r,Cv.scr/speec s.dn on:-t III.-g,-, t app r- :he:_ '�Y -�� �_ nor impact found after the first
four
' too:ths had virtually,eroded, with
speeds during flashing operation increas-
Table 7,C•er,t:a•.and Townley ficsher Speed Ca`o• S51_Pere_,Lie 3p . as — ing to become identical to the before
in- ?^=;=lo: = „=d condition. Observations of pedestrians
— —_-- ----- at the crosswalk indicated that only one-
=l= -er fl,_; -:•oar et.NOT
th:r:J of the pedestrians crossing Central
;pied Setcra :',._'c•.: :L :.•__ -.;..,:1c7
Apprcacn lire t°" =cane- _ .; ,a , ==•thered to push the flasher button.The
----- high number of pedestrians unwilling to
I Northbo.ro 35° 39;35 :_6:2 ::`-!33 40;35 posh the button reflects poorly on the
Southbaura 35° 39%34 2 3crr.: ati35 Etas:less' value. Closure of the school
°miles pof r.ou;impa)• _—_ - "� - gate to Townley was,however,highly ef-
°30-mpn cc:.sir,r,pdea pcs: e c.n cper;.:;cn to acsswc• fie:r'.•e in diverting large numbers of pe-
`apeeo;m,r;5:r-pefc_ri;: steed o ;r::efz;rnpn; de=;trans to cross at the Dunlap signal.
' Conclusion
proaches even though tsso had flashing served as,:•-. of to a a:c.,- r--r is to the In summary,national literature and local
warning bea�Uns and 3:-mph advisory Sunro slop:. High:.:hoof arki let f e- exoerience in Phoenix, Arizona, show
speed signs Tn.:approach with the low- destrian-ac:Jilted (push a-. n) Hashers that R2sheI5 offer no benefit for inter-
, est 85th percentile speed did no, have a were instaitod an Octtit c' 9, 19K, the matte.^.1 pe estr,an crosstn sin an urban
flasher or the lower advisory speed sign. pedestrian-actueled :._;her•,'were environment. n addition,the In
There were no pedestrian accidents at. mounted With oversized,advance pedes. 11 h r operates, t e•mo
I that signal during the most recent study trier, warnin_ signs and a 2.0-mph advi- par, o, c scene and nt all
period (1986 through 1988). There was sory speed sine..When activated,the ad- any e ectiveness. Flashing beacons may
one pedestrian accident involving a stu- vance beacons flash for 25 seconds e t e Benue in an urban environment
dent crossing mid-block between the sig- allowing sufficient time to cross Central. because intersections are encountered
I nal and the flasher on the east leg during There arc also supplemental advance frequently by motorists and pedestrians;
flasher operation in September 1988. warning signs with advisory speed signs flashers therefore provide no additional
installed in the median island without information to motorists. Additionally,
Sunnyslope High School flashers. most major streets in Phoenix are flat,
I ! ' This fourth experiment with flashers oc- Specialty warning signs advising pc- straight, and allow no parking,thus of-
• Burred on Central Avenue,a median-di- destrians to"Use Caution When Enter- feting consistent and predictable driving
vided major street with two lanes in each ing the Street" were installed to corn- conditions.It is recognized that actuated
direction. Central Avenue has a posted pensate for a possible "false sense of flashers may possibly be beneficial in a
speed limit of 35 mph.Townley is a local ` security"the flashers may give to pedes- high-speed,rural environment with un-
street that T-intersects with Central. trians. Also,the school gate at Townley usual geometries,high pedestrian cross-
.The crosswalk on Central at Townley is was closed. Radar Speed studies taken a lags,and unfamiliar drivers.These eon-
1/8 mile south of a signalized major short time after flasher installation re- ditions, however,were not tested in this
street intersection (Dunlap), which vealed a slight speed reduction (2 to 3 study.
ITE JOURNAL•JANUARY 1990.35
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