HomeMy WebLinkAbout2.B. 2012 Street Improvement Project – Pedestrian and Bicycle Facilities (2)4 ROSEMOUNT EXECUTIVE SUMMARY
CITY COUNCIL
City Council Work Session: September 14, 2011
AGENDA ITEM: 2012 Street Improvement Project —
A A S TIO
Pedestrian and Bicycle Facilities
PREPARED BY: Andrew J. Brotzler, P.E., City EngineerkW,
AGENDA NO.2,�
ATTACHMENTS: WSB Memorandum
APPROVED BY:
RECOMMENDED ACTION: Discussion
BACKGROUND:
At the August 16 City Council meeting, the preparation of the feasibility report for the 2012 Street
Improvement Project was authorized. The project includes the proposed improvements to Shannon
Parkway between 145`'' Street and County Road 42; and 145` Street between Shannon Parkway and
Cameo Avenue. These improvements were deferred from the 2011 Street Improvement Project to the
2012 project. The deferment of the project included the continuance of discussions about the options for
adding bike lanes with the project.
At this time, Staff would like to review with Council for your consideration options for accommodating
bicyclist on Shannon Parkway and 145 Street and options for constructing enhanced pedestrian
crosswalks on 145 Street at Canada Avenue and Cameo Avenue. The attached memorandum provides
information related to options for on -road bicycle facilities on Shannon Parkway and 145` Street along
with information and options for the pedestrian crosswalks on 145t Street at Canada Avenue and Cameo
Avenue.
Bicycle Facilities
On Shannon Parkway, it is proposed to continue the on -road bike lanes that were installed
between McAndrews Road and 145t Street in 2010 south to County Road 42. Based on the
existing road width and current "No Parking" restriction, the bike lanes can be extended similarly
to the existing bike lanes on Shannon Parkway.
For 145` Street between Shannon Parkway and Chippendale Avenue, again the existing road width
and "No Parking" restriction will accommodate the striping of on -road bike lanes.
On 145 Street between Chippendale Avenue and Cameo Avenue, due to the existing road width
and allowance of on -street parking, three options are outlined for Council consideration. Options
A and B would enhance the corridor for bicyclist without the need for restricting parking on this
segment of 145` Street. Option C provides for the striping of a designated bike lane similar to the
bike lane striped on Shannon Parkway between McAndrews Road and Connemara Trail in 2010.
As discussed last year, consideration of Option C will require restricting parking to one side of
G: \ENGPROJ \437 \201111914 CWS 2012 Street Improvement Project.does
145` Street only between Chippendale Avenue and Cameo Avenue.
Pedestrian Crosswalk Facilities
In the past, there have been several discussions about the crosswalks on 145`" Street at Canada
Avenue and Cameo Avenue. In fact, improvements to these crosswalks to add LED flashing
crosswalk signs were included in a Safe Routes to School funding application in 2008. The
attached memorandum outlines several options for enhancing these two crosswalk locations. This
includes constructing curb "bump- outs" at the intersections to provide traffic calming and shorten
the distance that pedestrians have to cross 145` Street. Also included is the installation of LED
flashing crosswalk signs and in- pavement LED flashing lights which has been previously discussed.
Recent installation of in- pavement LED flashing lights on 35W and in the city of Rochester
indicate that the technology and installation methods have been adapted to function with winter
snow plowing operations.
As noted in the memorandum, the planning level estimated cost for the installation of LED
flashing crosswalk signs and in- pavement LED flashing lights is $35,000 to $45,000 per crossing.
This amount per crossing includes approximately $15,000 to $20,000 for LED flashing crosswalk
signs depending on whether the signs are solar powered or 110V.
Based on the cost for the in- pavement LED flashing lights and a yet to be determined funding
source, another option that Council may want to consider is installing concrete crosswalks with a
stamped color concrete edge and reflective tape similar to the crosswalks installed in the
downtown area with the Waterford Commons project. The estimated cost for installing concrete
crosswalks based on the Waterford Commons project is $7,000 per crosswalk.
SUMMARY:
Staff is requesting Council consideration and direction for a preferred option of bike facilities on 145`
Street between Chippendale Avenue and Cameo Avenue. Should Option C which would reduce the on-
street parking be determined to be the preferred option, it is suggested that a neighborhood public
involvement process be discussed to present this options to the residents along 145` Street.
While a final decision for the preferred option for pedestrian crosswalk facilities is not necessary until final
design is authorized, it would be timely to determine an anticipated direction for options to include in the
final feasibility report.
G: \ENGPROJ \437 \20110914 CWS 2012 Street Improvement Project.doct 2
A Engineering ■ Planning ■ Environmental ■ Construction
WSB
Memorandum
To: Andy Brotzler, P.E.
Director of Public Works/ City Engineer
City of Rosemount
From: Reuben Collins, EIT
Date: September 7, 2011
Re: 2012 Street Improvement Project
Pedestrian and Bicycle Improvement Options
145th Street & Shannon Parkway
701 Xenia Avenue South
Suite 300
Minneapolis, MN 55416
Tel: 763 - 541 -4800
Fax: 763 - 541 -1700
BACKGROUND
The City of Rosemount is proposing to perform a mill and overlay of the following roadway
segments in 2012:
Shannon Parkway between 145th Street and CSAH 42
145th Street between Shannon Parkway and Cameo Avenue
As part of this project, the City has the opportunity to evaluate options for implementing
the Pedestrian and Bicycle Master Plan that was accepted by council in November 2010.
This memorandum will provide an overview of the proposed improvements and the
options available.
SHANNON PARKWAY - 145TH STREET TO CSAH 42
No improvements for off - street cyclists or pedestrians are proposed at this time. There is
an existing shared -use off - street path along the east side of Shannon Parkway that will
remain in place. There is currently no off - street bicycle or pedestrian accommodations
along the west side of Shannon Parkway. Construction of an off - street path along the west
side of Shannon Parkway is identified in the pedestrian facility plan for future construction.
After the mill and overlay is complete, the vehicle lanes will be reduced to a width of 11 feet
to encourage compliance with the posted speed limit. All existing turn lanes will remain in
place. Minor modifications are proposed to be made to the shoulder space to add bicycle
lanes to the corridor. The overall roadway footprint will not be changed. Parking is not
currently permitted along Shannon Parkway.
Minneapolis ■ St. Cloud
Equal Opportunity Employer
The proposed bike lanes will terminate approximately 450 feet north of CSAH 42 to allow
cyclists to merge with motorized traffic prior to the intersection of Shannon Parkway and
CSAH 42.
There is not sufficient width on Shannon Parkway at the intersection of 145th Street to
allow the bicycle lanes to be continuous through the intersection while maintaining the
existing turn lane. As a result, the northbound bike lane will be discontinued approximately
400 feet south of 145th Street. At the locations where the bike lane ends to accommodate
the right turn lane, striping and shared lane markings will be used to direct cyclists to
merge into the motorized traffic lanes, as shown on Figure 1 in the Appendix. This is
similar to the existing striping and signing on Shannon Parkway at the intersection with
Connemara Trail.
145TH STREET - SHANNON PARKWAY TO CHIPPENDALE AVENUE
As part of the proposed roadway project along 145th Street between Shannon Parkway
and Chippendale Avenue, an 8 foot off - street shared -use path is proposed to be constructed
along the north side of the roadway. There is an existing off - street path or sidewalk along
the south side of 145th Street that will remain in place.
After the mill and overlay is complete, the travel lanes will be reduced in width from the
existing 13 feet to 11 feet. Reducing the width of the traffic lanes is anticipated to
encourage compliance with the posted speed limit and allow for the existing shoulders to
be used to add bicycle lanes to the corridor. The overall roadway footprint will not be
changed. Parking is not currently permitted along this portion of 145th Street.
The westbound bicycle lane is proposed to terminate approximately 200 feet east of
Shannon Parkway to maintain the existing right -turn lane. Striping and shared lane
markings will be used to direct cyclists to merge into the motorized traffic lanes as shown
in Figure 1 in the appendix.
The eastbound bicycle lane will be terminated 600 feet west of Chippendale Avenue to
accommodate the existing left -turn lane. Striping and shared lane markings will be used to
direct cyclists to merge into the motorized traffic lanes (similar to the configuration shown
at Shannon Parkway).
145TH STREET - CHIPPENDALE AVENUE to TH 3
Three options have been evaluated for Council consideration to enhance conditions for
cyclists and pedestrians along 145th Street between Chippendale Avenue and TH 3. There
are existing sidewalks along both the north and south sides of this portion of145th Street.
These sidewalks will not be modified. There are no off - street bicycle facilities along this
portion of 145th Street, and no paths are proposed. Parking is currently permitted on both
the north and south side of 145th Street.
2012 Street Improvement Project
Pedestrian and Bicycle Improvements
Shannon Parkway and 145th Street
Page 2
9/7/2011
SOUTH NORTH
R R/W
36' 30'
42' FF
3' 8' 13' 13' 8' 3'
8119 THRU THRU 14
?�5' CONCRETE 5' CONCRETE "r,
At WALK WALK
FOG
Lq STRIPE
EXISTING STRIPING
UNE
Existing Lane Configuration - 145th Street
To enhance conditions for pedestrians, bumpouts are proposed to shorten the crossing
distance across 145th Street at Cameo Avenue and Canada Avenue. A new crosswalk is
proposed across 145th Street on the east side of Cameo Avenue. In- pavement LED
crosswalk lighting is proposed for two crosswalks - Canada Avenue and the western
crosswalk at Cameo Avenue. Additional information on in- pavement LED lighting and LED
signs at each crosswalk location is provided for Council consideration in the Appendix.
Generally, each lighted crosswalk application will cost approximately $30,000 - $40,000.
Conditions for on- street cyclists will be improved using a combination of signage, bike
lanes, and /or shared lane markings. The three options identified for this portion of 145th
Street are as follows:
Option A - Signage Only
Option B - Shared Lane Markings and Signage
Option C - Bike Lanes and Signage (remove parking on south side of road)
Option A: Signage Only
This option would reduce the width of the traffic lanes from the existing 13 feet to 11 feet.
The narrower traffic lanes would encourage compliance with the posted speed limit. All
existing turn lanes would remain in the current configuration. Parking would remain on
both sides of 145th Street. Bumpouts would be added on the north and south sides of the
road at Cameo Avenue and Canada Avenue. Signage will be used to encourage cyclists and
motorists to share the roadway. An example of this lane configuration between Canada
Avenue and Cameo Avenue is shown in Figure 2 in the Appendix. A larger -scale view of the
proposed bumpouts are shown in Figure 3 in the Appendix.
2012 Street Improvement Project
Pedestrian and Bicycle Improvements
Shannon Parkway and 145th Street
Page 3
9/7/2011
SOUTH NORTH
R R/W
36' 30'
42' FF
Lw
j
t8L)VD ' 10' 11' 11' 10' 3' t`
THRU THRU BLVD
ti
AL.- � ° 5' CONCRETE 5' CONCRETE
� WALK WALK
FOG LINE �FOG UNE
STRIPE
OPTION A
L
Option A - Cross Section
r.
Strengths:
• Lowest cost option
• Signs such as "BIKES MAY USE FULL LANE ", "SHARE THE ROAD ", or "BIKE ROUTE"
will help give cyclists confidence to ride in the roadway and encourage motorists to
exercise care when passing.
2012 Street Improvement Project Page 4
Pedestrian and Bicycle Improvements
Shannon Parkway and 145th Street 9/7/2011
Option A - Example of Typical Signage
Drawbacks:
Many cyclists will choose to ride on the sidewalks instead of in the roadway.
Research has shown that bicycling on sidewalks can place cyclists in high -risk
situations, especially when cyclists are riding against traffic.
This option does not include any pavement markings directing cyclists where in the
roadway they should ride. Inexperienced cyclists will often ride as far to the right as
possible, putting themselves at risk in the "door zone" or encouraging motorists to
pass unsafely.
Many cyclists will choose to ride in the parking lane. In some cases, this is an
acceptable practice when there aren't any cars in the parking lane. However, in this
case, the bumpouts planned for Canada Avenue and Cameo Avenue present safety
concerns. Cyclists riding in the parking lane will have to swing into the roadway to
get around the bumpouts (or any parked cars). Drivers may not be anticipating
cyclists weaving in and out of the driving lanes.
Cyclists using general purpose lanes will increase motorist travel time during semi -
congested periods.
Option B: Shared Lane Markings and Signage
This option would re- stripe 145th Street to the same configuration as Option A, with the
addition of shared lane markings. Parking would remain on both sides of 145th Street.
Bumpouts would be added on the north and south sides of 145th Street at Cameo Avenue
and Canada Avenue. Signage will be used to encourage cyclists and motorists to integrate in
the roadway. This option is the same as Option A, other than the addition of Shared Lane
Markings. An example of this lane configuration between Canada Avenue and Cameo
Avenue is shown in Figure 4 in the Appendix.
Shared lane markings are typically used in locations where there is not sufficient room to
stripe standard width bicycle lanes. These markings, also known as "sharrows" are placed
in the roadway with the intent that cyclists will ride directly on top of the symbols. Unlike
bicycle lanes, when cyclists are not present motorists are permitted to drive over the
shared lane markings. Sharrows do not change the expectations or rules placed on cyclists
or motorists. By definition, all motor vehicle lanes are "shared lanes." Sharrows have been
shown to encourage predictable behavior from cyclists and motorists. Sharrows are
intended to help cyclists exhibit the behavior that is already expected of them.
For the past several years, there has been confusion about whether the use of shared lane
markings is permitted on State Aid routes and an eligible use of State Aid funds. Shared
Lane Markings were officially adopted and endorsed by the Federal Highway
Administration in the December 2009 release of the Manual on Uniform Traffic Control
Devices (MUTCD). However, shared lane markings are not included in many local design
guidelines that were published prior to December 2009. The Mn /DOT Metro District State
Aid Office has recently provided clarification regarding State Aid policies and confirmed
that shared lane markings are approved for use on State Aid routes at this time.
2012 Street Improvement Project
Pedestrian and Bicycle Improvements
Shannon Parkway and 145th Street
Page 5
9/7/2011
SOUTH NORTH
R/W R/W
36' 30'
42' FF
r
3' 10' 11' 11' 10' 3' �
oL THRU THRU BLY9 "'•:
j 5' CONCRETE 5' CONCRETE
A t 9 WALK -, ,- WALK
FOG UNE^ / VIZ STRIPE ` LFOG UNE
SHARED LANE MARKING J `� SHARED LANE MARKING
12' FROM CURB .° OPTION B 12' FROM CURB
Option B Shared Lane Marking Cross Section
15
Strengths:
• Signs such as "BIKES MAY USE FULL LANE ", "SHARE THE ROAD ", or "BIKE ROUTE"
will help give cyclists confidence to ride in the roadway and encourage motorists to
exercise care when passing.
• Shared Lane Markings will help inexperienced cyclists have the confidence to ride in
the roadway, and will help cyclists position themselves safely within the shared
lane. The expectations of where and how cyclists should ride are identical to Option
A - the shared lane markings help cyclists to understand where they should be
2012 Street Improvement Project
Pedestrian and Bicycle Improvements
Shannon Parkway and 14Sth Street
Page 6
9/7/2011
'• I I
riding. The markings will also encourage motorists to pass safely. Shared Lane
Markings have been shown to discourage risky cyclist behaviors such as wrong -way
riding, and riding in the "door zone ".
Drawbacks:
• Shared Lane Markings are a relatively new strategy. Some cyclists and motorists
may not understand what the markings mean.
• Cyclists may still choose to ignore the shared lane markings and ride on the
sidewalks or in the parking lanes.
• Cyclists using general purpose lanes will increase motorist travel time during semi -
congested periods.
• Shared lane markings require frequent re- striping, as they tend to wear away
quickly from motor vehicle traffic.
Option C: Bicycle Lanes and Signage
This option would re- stripe 145th Street to include exclusive bicycle lanes a minimum of
five feet wide. Parking would remain on the north side of 145th Street. Parking would not
be allowed along the south side of 145th. Bumpouts would be added on the north side of
145th Street at Cameo Avenue and Canada Avenue. Signage will be used to indicate the
presence of a bike lane. An example of this lane configuration between Canada Avenue and
Cameo Avenue is shown in Figure 5 in the Appendix.
The bike lanes will terminate at least 200 feet west of TH 3 to allow cyclists to merge into
the motorized traffic lanes ahead of the intersection.
SOUTH NORTH
R R/W
36' 30'
42 FF
3' 6' 1 1 ' 71 ' 5' 9' 3'
II BLVD BIK THRU THRU BIKE PARKING BLVD
/■ 5' CONCRETE 5' CONCRETE
I � ... wAUC 1 � -
WALK
FOG
%-BIKE LANE UNE
STRIPE FOG UNE
OPTION C
Option C - Bike Lane Cross Section
2012 Street Improvement Project
Pedestrian and Bicycle Improvements
Shannon Parkway and 145th Street
Page 7
9/7/2011
Option C - Typical Bike Lane Configuration
Strengths:
• Cyclists generally prefer bike lanes over shared lane markings under most
circumstances.
• Bike lanes provide reduced overall safety risks for cyclists compared to roadways
without bike lines.
• Signs such as "BIKE LANE" and standard bike lane pavement markings will indicate
the presence of a bike lane.
• Cyclists and motorists are generally more familiar with bike lanes than with shared
lane markings.
• Bike lanes encourage bicycle ridership more than shared lane markings
(inexperienced cyclists feel safer in bike lanes than on roadways with shared lane
markings). Bike lanes permit slower cyclists to ride at their desired pace (shared
lane markings tend to be more attractive to faster cyclists than slower cyclists).
Drawbacks:
• Increased risk of right -hook crashes at driveways compared to shared lane
markings, but reduced risk of right -hook crashes compared to sidewalk riding, and
reduced overall risk compared to all other options.
• Bike lanes and adjacent parking lanes must be fully cleared of snow for the bike lane
to remain usable year -round and to avoid encroachment from parked vehicles.
• Parking would be removed from one side of the roadway.
• Bumpouts would be constructed on only one side of the street resulting in a larger
crossing distance compared to Options A or B.
2012 Street Improvement Project
Pedestrian and Bicycle Improvements
Shannon Parkway and 145th Street
Page 8
9/7/2011
APPENDIX
2012 Street Improvement Project
Pedestrian and Bicycle Improvements
Shannon Parkway and 14Sth Street
APPENDIX
9/7/2011
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Lx: Engineering ■ Planning ■ Environmental a Construction
a\ .asauciures.
Merrtorandinn
To: The Honorable Mayor, City Council and Staff
c% Andy Brotzler
From: Janelle Borgen, PE, PTOE
Kevin Kawlewski, PE
Date: September 2, 2011
701 Xenia Avenue South
Suite 300
Minneapolis, MN 55416
Tel: 763 - 541 -4800
Fax: 763 - 541 -1700
Re: Pedestrian Crosswalk In- Pavement LED Markings and LED Crosswalk Signs
The City of Rosemount is considering mill and overlay improvements with re- striping of lane
configurations to accommodate bicycle traffic on both Shannon Parkway from 145 Street to
CSAH 42 and also along 145 Street from Shannon Parkway to TH 3. The improvements
proposed for consideration include the installation of in- pavement LED lighted crosswalks and
LED enhanced crosswalk signs at the intersections of Cameo Avenue and Canada Avenue on
145 Street. This memo presents a summary of the installation and maintenance procedures
along with anticipated costs associated with these facilities.
Pedestrian Crosswalk In- Pavement LED
Summary of Situation
The 145 Street corridor is a primary access point into the downtown area. The area contains
multiple sidewalk and trail facilities and presents a substantial amount of pedestrian traffic into
the area. This area is also identified in the City's Safe Routes to School Program which presents
heightened concerns with children using the crosswalk areas. With the on- street bicycle lanes
currently proposed along 145 Street, motorists will need to be even mo aware of the shared
usage in the corridor. A pedestrian activated, active in -sign and in- pavement flashing LED
system has been identified as a viable application to provide drivers with pedestrian presence
information.
Summary of the Proposed System
The proposed system is designed to warn motorists they are approaching an active pedestrian
crossing either occupied by pedestrians or about to be occupied by pedestrians and bicyclists.
The system includes three primary components: a 10 -LED lighted, bi- directional system, and
blinker signs. Discussions with vendors have revealed that use of Optical Motion Sensor's can
result in false triggers of the system and the vendor recommends the use of beam activated
sensors mounted on bollards in the crosswalk area. These sensors cost about $6,000 for each
application.
Minneapolis e St. Cloud
Equal Opportunity Employer
Pedestrian Crosswalk In- Pavement LED Markings September 2, 2011
Page 2
Operations Summary
The beam activated sensors detect movement in the pedestrian ramp area which then activates
the blinker signs and the in- pavement LED's. The pedestrian then enters the crosswalk. Drivers
will be alerted to the pedestrian entering the crosswalk by the Blinker signs and the in- pavement
LED's. An image from the driver's viewpoint is presented below.
In- Pavement LED Installation Procedures
It is recommended that the installation of the LED system equipment be outsourced to a
contractor. A high -level summary of the installation procedures has been included to educate
readers on the contractor's responsibilities.
• Mark the locations of the In- pavement LED's
• Core drill 1- 8" dia. by 3.5" depth void at each marking
• Saw cut 1 -3/8" x 3" deep slot connecting the in- pavement LED voids to each other and
connect into the push button pedestals.
• Insert the wiring and equipment into the voids
• Apply the epoxy
• Let epoxy cure for 8 -15 minutes
• Connect the system to power
• Test for operations
The vendor will provide on -site installation support.
Pedestrian Crosswalk In- Pavement LED Markings September 2, 2011
Page 3
Please note that the source of power installation will have to be performed by a licensed
electrician and approved by the state electrical inspector.
Installation Cost
LED System Equipment
A planning level cost estimate for the standard system equipment, a 5 year warranty, vendor on-
site support during installation and contractor installation is $35,000 with the beam activated
sensors as previously discussed. System options will continue to be evaluated during design and
may increase the cost.
Power
The proposed systems are being considered with either solar power or a hard wired connection
from the permanent power facilities in the corridor. A planning level cost estimate for power
installation is as follows:
• 110V — The price listed previously includes the use of a 110 volt power source that would
need to be provided at each location. This would typically require the installation of a
drop service and pad mounted transformer which can cost from $2,500 to $3,000.
• Solar — The installation of a solar power source results in additional $4,000 onto the base
price listed under the "Installation Cost" discussion.
It should be noted that the power source will need to be provided at each site by the City if
permanent power facilities are elected.
ADA Compliance
An assessment of the crosswalk for compliance with current ADA standards should be
performed and any costs associated with upgrading to meet current ADA standards have not
been identified as part of the development of this memorandum.
Operational Cost
The system has a life expectancy of 10 -15 years as reported by the vendor. The on -going
operational cost includes the power required to run the system. It is envisioned that power will
be provided by an in -place power service as described previously. Monthly power usage and
costs will vary depending on the source of power installed with the system.
Maintenance Summary
City staff should be able to perform the maintenance of the system. The vendor provides support
for the first five years of the system. During that time it is recommended that City staff be
trained on system maintenance and participate in the maintenance activities.
Maintenance Costs
Equipment maintenance and replacement for the first 5 years is covered under the warranty.
From years 6 -15, 7% of capital cost ($2,500) can be used for an annual maintenance budget for
each system installed.
Warranty
A full 5 year warranty is included in the cost of the system.
Pedestrian Crosswalk In- Pavement LED Markings September 2, 2011
Page 4
Case Study
The City of Rochester installed a similar system in May 2011. The local paper did a nice article
and in general they have received positive feedback from residents. Rochester has not yet
experienced a winter with the system and therefore has not encountered any problems with snow
plowing. Because of the installation process, it is anticipated that snow plowing activities should
not impact the system. A copy of the article is attached for the Council's review.
The Minnesota Department of Transportation has installed in- pavement lighting LED's on 35W.
The in- pavement LED's have lasted through several winters with plowing operations. However,
early on the system ran into some wiring issues and connections had to be redone. Further
problems have not been encountered since the wiring concerns were resolved. In speaking with
a Minnesota Department of Transportation representative, in pavement LED's work. However,
close attention must be given to the installation process.
THURSDAY, JUNE 2, 2011
PostBulletin
IF IT MATTERS TO YOU, IT MATTERS TO US
PUBLIC SAFE I Y
s-
le9e
q0
Lighted crosswalks to alert drivers
By Jeffrey Pieters
jpieters@postbulletin.com
Where signs and painted lines hate
been little help, maybe this is a brighter
idea to make a Rochester street cross-
ing safer.
Flashing lights embedded in the pave-
ment will call drivers' attention to two
crosswalks on Civic Center Drive at
First Street Southeast near Mayo Civic
Center.
City crews have been installing the
light system this week. They hope to
have it operating by next week.
"We'll give it a try and see how it
works," said Gary Shannon, city traffic
engineer.
The lights are yellow LEDs, housed in
f=inch steel and plastic cans, activated
by buttons on curbside posts. You'll
press the button when you want to cross
the street.
These light systems have been
installed at busy street crossings in tour-
ist cities in Florida and Nevada — "they
seem to work well," Shannon said — but
none so far in Minnesota.
"The problem seems to be, when you
put it on the streets. the weather works
on it," Shannon said. The system also is
potentially vulnerable to damage from
traffic, including snowplows, he said.
But after the product vendor, Traffic
and Parking Control Co., Inc., offered
the system with a five -year warranty
and at a discounted price of $30,000, city
officials concluded it was worthwhile to
try it A state grant for pedestrian safety
is covering the city's cost.
They'll be watching to see how it
helps and how it lasts, and so will Nancy
Klema, traffic operations engineer with
the Rochester office of the state Depart-
ment of Transportation. Depending how
it works, similar light systems could be
installed at other street crossings.
A road like Civic Center Drive, five
lanes wide without a median island
and with heavy traffic. "needs to add
something like this" to make it safer,
Klema said.
Stories of close calls abound, but no
one interviewed for this story recalls a
time when a pedestrian was struck by a
car near the Civic Center.
But there have been other times
when cars stopped for pedestrians and
were themselves rear -ended by another
car, said Brad Jones, who heads the
Convention and Visitors Bureau. He
simply advises visitors to use the skyway
between the Civic Center and downtown
hotels.
At's just that much safer," Jones
said. The street is "kind of a dangerous
area. We've often feared that we have a
convention or event group in town, and
they get hit."
There aren't statistics to show that
having lights in the crosswalk is safer,
but "intuitively, it's got to be," Klema
said. It "increases the motorists' aware-
ness that somebody is going to step out
in the crosswalk," she said.
A push -button system is the prefer-
able kind, she said. Drivers get used to
lights that simply flash all the time, and
eventually ignore them.
This week's work on Civic Center
Drive, involving 10 or more workers
and a battery of orange cones, was hard
to ignore. Workers installed the system
by cutting a couple of three- inch -deep
trenches across the street — that's only
about halfway into the concrete — and
laying wires in them from the curb to
the light fixtures.
The wires carry electricity and
signals to the lights. All of the wires
and equipment are sealed under an
epoxy compound to protect them from
weather and traffic.
Despite adding the new system, it's
still important, Shannon said, for people
to be careful crossing the street.
Scott Jacobson I sjacobson@postbulletin.com
A Rochester Public Works crew installs roadway crosswalk lighting on Civic Center Drive in front of the
Mayo Civic Center and Rochester Civic Theatre on Wednesday.