MID-BLOCK AND UNSIGNALIZED CROSSING TREATMENTS

Driveways, alleys, and unsignalized intersections present unique challenges for bicyclists when they intersect with cycle tracks and shared use paths due to vehicle turning movements and through movement by bicyclists. The risk at these intersections is heightened on two-way facilities when bicyclists are traveling in the opposite direction of motor vehicle traffic on the same side of the street. These conflict points can be mitigated through design tools that improve visibility and make motorists aware of bicyclist movement. The following tools should be considered when cycle tracks and shared use paths intersect with alleys, driveways, and unsignalized intersections. The text below emphasizes safety improvements for bicyclists but, if a shared use path is the intersecting facility, these improvements also improve safety for pedestrians.

1 Parking Restrictions

Parking should be prohibited at least 20 feet, 30 feet preferred, from the edge of a driveway or similar crossing to create clear sight lines. The distance chosen should be based on vehicle speeds and volumes.

2 Colored Pavement Markings

Colored pavement markings and/or shared lane markings can be used through the conflict area to improve visibility of the cycle track or shared use path and to reinforce the presence of bicyclists.

3 Raised Crossing

In addition to colored pavement markings, crossings may be designed as raised crossings to slow turning cars and assert physical priority of bicycles. With this design, motor vehicles “ramp up” to the shared use path or cycle track, if at sidewalk elevation.

4 Signage

Appropriate signage can alert motorists to the presence of bicyclists. Warning signs, such MUTCD W11-15 and MUTCD W16-7P (shown below) can be placed at the crossing to improve motorist awareness.

5 Small Turning Radii

Smaller turning radii should be used at turns to slow motorists.

6 Stop Bars

Motor vehicle stop bars on cross streets and driveways or alleys should be set back from the intersection to ensure that drivers slow down and look for bicyclists before turning.

Other Intersection Design Elements

The following describes other intersection design features that improve conditions for pedestrians and bicyclists.

Marked Crosswalks

Legal crosswalks exist at all intersections, even when pavement markings are not present, unless there is a sign prohibiting pedestrians from crossing the street. Indiana State Law requires all drivers to yield to pedestrians in a crosswalk. A marked crosswalk communicates to motorists that they must yield to pedestrians and encourages pedestrians to cross at designated locations. Installing crosswalks alone does not always enhance the comfort of crossing. In addition to pavement markings, crosswalks may be enhanced with refuge islands, active warning beacons, curb extensions, and other traffic calming features. At mid-block locations, crosswalks can be marked where there is a demand for crossing and there are no nearby marked crosswalks.

The following considerations apply to marked cosswalks:

Place crosswalks on all legs of signalized intersections, in school zones, and across streets with more than minimal levels of traffic.

Crosswalks should be at least 9 feet wide or the width of the approaching sidewalk if it is greater. .

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Stop lines at stop-controlled and signalized intersection approaches should be striped no less than 4 feet and no more than 30 feet from the edge of crosswalks.

Continential crosswalk striping is the preferred crosswalk marking in Columbus. Zebra, ladder, and other highly visible crosswalk markings could also be used. Using only parallel lines to delineate the crosswalk should be avoided due to a lack of visibility.

Crosswalks should be oriented perpendicular to streets to minimize the crossing distance and limit the time that pedestrians are exposed in the roadway.

Raised crossings can calm traffic and increase the visibility of pedestrians. For more information see page 118.

Curb extensions, also known as bump-outs, reduce the distance pedestrians have to cross and calm traffic. For more information see page 119. .

Reasonable accommodation should be made to make crossings both convenient and in locations with adequate visibility.

Pedestrian Signal Improvements

All traffic signals should be equipped with pedestrian signal indications except where pedestrian crossing is prohibited by signage. Pedestrian signals increase the comfort and safety of pedestrians and can make large intersections less intimidating for pedestrians.

Improvements may be made to signalized intersections to reduce pedestrian/vehicular conflicts and increase user comfort and usability. Signal improvements should be prioritized at intersections with a history of crash risk, long crossing distances, or large volumes of turning vehicles.

Appropriate pedestrian crossing time is an important consideration for the pedestrian network. The MUTCD recommends a walking speed of 3.5 feet per second but crossing speeds of 3 feet per second can accommodate older pedestrians and pedestrians with disabilities. Furthermore, longer crossing times can improve pedestrian comfort at crossings.

The following considerations apply to marked cosswalks:

Countdown signals can be used to indicate if a pedestrian has time to cross an intersection.

Pedestrian signals must comply with ADA standards.

Leading Pedestrian Intervals (LPI) give pedestrians a head start into the intersection, which can reduce right turn and left turn vehicle/pedestrian conflicts.

Audible pedestrian signals make signals accessible by individuals with visual impairments by providing audible tones or verbal messages to convey when it is appropriate to walk.

Shorter cycle lengths and extended walk intervals provide better service to pedestrians and encourage better signal compliance.

Pedestrian push-buttons can be installed at locations where pedestrians are intermittent. When used, push-buttons should be well signed and within convenient reach from a flat surface for pedestrians in wheelchairs and those with visual impairments. Push-buttons should be located where pedestrians commonly wait to cross.

Consider an all-pedestrian signal in areas with heavy pedestrian traffic to give pedestrians free passage in the intersection with all motor vehicle traffic stopped. All-pedestrian signals can reduce pedestrian conflicts with turning vehicles in downtown areas.

Raised Crossings

A raised crosswalk maintains the elevation of the sidewalk or shared use path through the intersection. Raised crossings eliminate grade changes from the sidewalk/shared use path to the street and give users increased visibility as they cross the street. Raised crosswalks also function as speed tables, encouraging motorists to use slower speeds through the intersection. Raised crossings should only be used in cases where a special emphasis on pedestrians is desired. Raised crosswalks are typically implemented on low-speed streets, neighborhood bicycle routes, and other areas of high pedestrian activity. They are often paired with other treatments such as curb extensions for greater traffic calming.

The crosswalk table of a raised crossing is typically a minimum of 10 feet wide and designed to allow the front and rear wheels of a passenger vehicle to be on top of the table at the same time. Detectable warnings must be used at curb edges of raised crosswalks to alert vision-impaired pedestrians that they are entering the roadway. Raised crossings should only be installed on streets with a posted speed limit of 30mph or less.

Curb Ramps

ADA compliant curb ramps are necessary at street corners and crosswalks to provide a smooth transition from the sidewalk to the roadway. Ramps should be made as wide as the approaching sidewalk or path to accommodate more than one user at a time. Two perpendicular curb ramps should be used at each corner, with diagonal curb ramps strongly discouraged and reserved only for unique circumstances. Diagonal curb ramps orient pedestrians directly into the traffic zone, which can be especially confusing for drivers and challenging for wheelchair and visually-impaired pedestrians, as well as those with strollers or small children.

A sidewalk without a curb ramp can be a barrier to many pedestrians, drastically limiting their mobility.

The following considerations apply to curb ramps.

Curb ramps must be installed at all intersections and midblock crossings.

Existing intersections without curb ramps should be upgraded to current standards when appropriate.

Curb ramps shall be located so they do not project into vehicular traffic lanes, parking spaces, or parking aisles.

The edge of a curb ramp shall be marked with a tactile warning device to alert people with visual impairments to changes in the pedestrian environment.

. The level landing at the top of a curb ramp must be at least 4 feet long and at least the same width as the ramp itself. To accommodate pedestrians in wheelchairs, a width of 5 feet is preferred.

Curb Extensions

Curb extensions, also known as curb bump-outs, are created by extending the sidewalk at corners or midblock crossings. Curb extensions are intended to increase safety for pedestrians and calm motor vehicle traffic. Curb extensions minimize pedestrian exposure by shortening the crossing distance at intersections and provide better visibility for pedestrians intending to cross the street. Curb extensions can additionally be used to create smaller corner radii, which slows the speed of turning motor vehicles, and to restrict parking at intersections, enhancing pedestrian visibility.

Curb extensions should be considered only where parking is present or where motor vehicle traffic deflection is provided through other curbside uses. Furthermore, curb extensions should not restrict a travel lane or bicycle lane to an unsafe width.

Planted curb extensions may be designed as a bioswale for stormwater management.

Median Refuge Islands

Median refuge islands are located in the center of the street and help improve pedestrian access by increasing pedestrian visibility and allowing pedestrians to cross one direction of traffic at a time. Refuge islands minimize pedestrian exposure at mid-block crossings by shortening the crossing distance and increasing the number of available gaps in traffic for crossing. Median refuge islands also calm traffic by narrowing the roadway.

The following considerations apply to refuge islands.

Refuge islands can be utilized on any roadway with a left turn center lane or median that is at least 6 feet wide.

Refuge islands may be applicable on multiple-lane roadways depending on traffic speed and volume.

Active warning beacons can improve vehicle yielding compliance.

Refuge islands can be used at signalized and unsignalized crosswalks. .

The refuge island must meet ADA requirements including detectable warning elements if the island is greater than 6 feet in width. Detectable warning elements must be full width and 2 feet deep to warn visually impaired pedestrians.

. It is preferable for refuge islands to be at-grade passthrough islands rather than with curb ramps and landings.

Refuge islands require 6 feet width but 8-10 feet is preferred to accommodate bicycles and wheelchair users. A length of 20 feet is required but 40 feet is preferred. A clear width of 4 feet is required, but it is preferable for the refuge to be the same width as the crosswalk.

RECTANGULAR RAPID FLASHING BEACON (RRFB)

Rectangular Rapid Flashing Beacons (RRFBs) are a type of warning beacon used at unsignalized crossings. RRFBs can be particularly effective at locations with four or more lanes, where automobiles are less likely to comply with laws that require motorists to yield to pedestrians and where vehicle speeds and poor pedestrian visibility combine to create conditions where very few drivers are compelled to yield.

RRFBs are typically activated manually by pedestrians with a push button or can be actuated automatically with passive detection systems. RRFBs must cease operation at a predetermined time after user actuation or, with passive detection, after the user clears the crosswalk.

RRFBs are considerably less expensive to install than mast arm-mounted signals and can be installed with solar power panels to eliminate the need for an external power source.

The following considerations apply to RRFB signals:

RRFBs should only be used in locations with critical safety concerns and should not be installed in locations with sight distance constraints that limit the driver’s ability to view pedestrians when approaching the crosswalk. . Advanced stop bars and signs should be used.

RRFBs should be used for high-volume pedestrian crossings and for priority bicycle route crossings or where bicycle facilities cross roads at mid-block locations.

RRFBs are not warranted at intersections with signals or stop signs.

RRFBs shoud be installed on both sides of the street at the edge of the crosswalk. If there is a pedestrian refuge island or other type of median, an additional beacon should be installed in the median.

PEDESTRIAN HYBRID BEACON (HAWK SIGNAL)

Pedestrian Hybrid Beacons, also known as High Intensity Activated Crosswalk Beacons (HAWK Signals), are a type of hybrid signal intended to allow pedestrians and bicyclists to stop traffic in order to cross high volume streets. This type of signal may be used in lieu of a full signal that meets any of the traffic signal control warrants in the MUTCD. It may also be used at locations which do not meet traffic signal warrants but where assistance is needed for pedestrians or bicyclists to cross a high volume arterial street.

The HAWK Signal consists of a traffic signal head with two red lenses over a single yellow lens on a major street and a pedestrian signal head for the crosswalk. The signal is only activated when a pedestrian and/or bicyclist is present, resulting in minimal delay for automobile traffic. HAWK signals are used at marked mid-block crossings or unsignalized intersections. They are typically activated with a push button at each end. If a median refuge island is used, another pedestrian push button can be located in the island to create a two-stage crossing.

The following considerations apply to HAWK signals:

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Parking and other sign obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the marked crosswalk to provide adequate sight distance.

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Engineering judgment and best practices should be used to ensure safe and appropriate signal timing for all phases.

The MUTCD provides standards related to the design and location of the beacons. The MUTCD also provides warrants for the use of these signals based on motor vehicle speed, crossing length, motor vehicle volumes, and pedestrian volumes.

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Push buttons should be placed in convenient locations for all users and should comply with ADA standards. Passive signal activation, such as infrared detection, may also be used.