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HomeMy WebLinkAboutWS Item 03City of Lakeville Public Works - Engineering Division Memorandum To: Mayor and City Council From: Zach Johnson, City Engineer Copy: Allyn Kuennen, Interim City Administrator Chris Petree, Public Works Director Date: September 18, 2014 Subject: Ipava Avenue Pedestrian Study Overview SRF Consulting Group (SRF) completed a study of Ipava Avenue between 185th Street and 175th Street to address questions raised by residents about pedestrian/bicyclist safety along this corridor. The study process included an evaluation of existing traffic operations and measurement of pedestrian/bicyclist activity within the area (field counts were collected in the fall of 2013 and the spring of 2014). In assessing the transportation and pedestrian activity along this corridor, SRF developed recommendations for the City's consideration to more safely provide for mobility and access for pedestrians and bicyclists in a safe and efficient manner. Recommended safety strategies include; (1) crosswalk enhancements, (2) rectangular rapid flashing beacons, (3) speed reduction measures, (4) public outreach/education programs and (5) enhanced traffic law enforcement. Jeff Bednar (SRF) will provide a brief presentation outlining the study results. City Council Action Requested Does the Council support the study recommendations? If so, staff will bring this item (adoption of Ipava Avenue Pedestrian Study recommendations) forward to a future Council meeting and amend the draft 2015-2019 Capital Improvement Plan. ENGINEERS PLANNERS DESIGNERS Consulting Group, Inc. To: ZachJohnson,P.E.,City Engineer SRFNo. 0138271 CITY OF LAKEVILLE From: Jeff Bednar, TOPS, Senior Traffic Engineering Specialist Matt Pacyna, P.E., Senior Associate Date: August 14, 2014 Subject: IPAVA AVENUE PEDESTRIAN/BICYCLE SAFETYSTUDY I CITYPROJEcr 13-13 Introduction As requested, SRF has completed a pedestrian/bicycle safety review of Ipava Avenue, a four -lane divided major collector/parkway from 175th Street to 185th Street (see Figure 1) with eight foot wide separated pedestrian/bicycle facilities on both sides The primary purpose of this study is to assess the pedestrian/bicycle safety within the study area, particularly since a recent severe injury bicycle involved crash occurred at the intersection of Ipava Avenue and Ira Lane (EastviewElementary north access). The primary objectives of the study are; to review existing traffic operations and pedestrian/bicycle safety within the study area and recommend any necessary improvements to address issues identified Existing Conditions Pedestrian/Bicycle Volumes During the weeks of October 7, 2013 (fall) and May 12, 2014 (spring,), video cameras were placed to capture pedestrian/bicycle activity at the following intersection locations: • Ipava Avenue/176th Street • Ipava Avenue/178th Street • Ipava Avenue/Ira Lane (Eastview Elementary School north access) • Ipava Avenue/183rd Street It should be noted that school was in session and the weather was generally good at the time of the completion of these counts. Tfie east west pedestnan7 bicyclevolumes crossing 1pava Avenue, the primary tocus of this stu y, are illustrated in Figures 2 and 3. The east/west pedestrian/bicycle crossing volumes shown are the combined two-day totals for the 6:00 a.m. to 7:00 p.m. periods on 'Tuesday, October 8 and Wednesday, October 9, 2013 (see Figure 2) and on Saturday, May 17 and Sunday, May 18, 2014 (see Figure 3). Based on the data collected, the highest east/west pedestrian/bicyclevolumes crossing Ipava Avenue are at 178th Street (dual marked school crosswalk on the south leg of the intersection) and 1831d Street (dual marked school crosswalk on the north leg of the intersection). The complete set of pedestrian/bicycle volumes crossing all study intersection legs are summarized in Appendix A. ONE CARLSON PARKWAY, SUrfR 150 1 MINNEAPOLIS, MN 55447 1 763.475.0010 1 NX1WW.SRFCONSULTING.COM AIN IMF I 35 Its 1651h St Nh 175th St W r art' Y t v y. i Project Location G T x r�. 2 202nd t ; [} nd St a 23 �r 35 1 .�Y tt s i y. i Project Location G T x r�. 2 202nd t ; [} nd St a 23 17 -5th Street 1 t % Icelind,Trail; E W volumes crossing n1th intersection le c Typical] 178th Street , 1 E/W volumes crossing south intersection leg atypical) 49ra 1781h Street 44 Ira Lane, e t ' I -A - •n + V Eastview Elementary . School p•. � _ 1 ; �• � 3 rd Street - f: 183rd Street y 175th Street Crossing volumes shown are the totdr f lop • 17Gth Street combined on May 17 and 18, 2014. IL % Iceird, Trail +yr • i E4W vofurr�es crassi�7g n th=intersectoon leg jyPical) 178th Street , 4 a �&' EIW volumes crossing south intersection leg Myplcal) . 4 178th Street Q + ,)1W .� * _ : ka Ira Lane w Eastview Elementary School . 17, - - tea- 183rd Street Zach Johnson, P.E. August 14, 2014 City of Lakeville Page 5 V6hile the Ipava Avenue study area pedestrian/bicycle trip purposes may be varied and assumed primarily recreational and exercise/ fitness based, there are a number of potential pedestrian/bicycle trip generators or pedestrian/bicycle trip origin/destination sites within or adjacent to the study area. These potential pedestrian/bicycle trip generators are identified as follows. Christina Huddleston Elementary, Eastview Elementary, Century Middle School, Tutor Time Child Care, Steve Michaud Park, Steve. Michaud Conservation Area, Dakota Heights Park, King Park and Lifetime Fitness. VehicularTraffic Volumes and Roadway Conditions The video imaging captured to identify the pedestrian/bicycle acti`itywas also used to collect peak hour vehicular traffic intersection movement counts. These counts focused on the a.m. and p.m. peak periods. The a.m. peak hour was 7:00 to 8:00 a.m., while the p.m. peak hour was 4:45 to 5 45 p m. In addition to the peak hour intersection turning movement counts, observations were completed to identify roadway characteristics within the study area (i.eintersection sight distance, roadway geometry, posted speed limits, traffic signing, pavement markings and traffic control) Ipava Avenue is a four -lane divided major collector/parkway from 175th Street to 185th Street carrying an average daily volume of 8,300 vehicles per day (based on the City of Lakeville 2011 traffic volume map) Note that 183rd Street is a major collector and 178th Street is a minor collector within the study area. The posted speed limit on Ipava Avenue through the study area is 45 males per hour (mph), 'Ihere is a school zone speed limit of 20 mph (when children are present) from just north of Ira Laneto just south of 183rd Street. Parking is prohibited on Ipava Avenue throughout the study area. All of the study area intersecting side -streets are two-lane roadways with marked crosswalks at most of the intersections serving the north/south eight foot wide separated pedestrian/bicycle facilities parallcling Ipava Avenue. The posted speed limit on the study area intersecting side -streets is 30 mph except where a school zone speed limit of 20 mph (when children are present) is established. Parkingon the study area intersecting side -streets is generally permitted, except that there is no parking on 183rd Street east of Ipava Avenue. Sight distance from each of the side -street approaches is not restricted. The existing geometrics, traffic control, and the peak hour traffic volumes within the study area are shown in Figure 4 Intersection Traffic Operations Analysis An operations analysis was conducted to determine how traffic is currently operating at the study intersections during thee a.m and p.m. peak hours. The study intersections were analyzed using a combination of Synchro/Sinirraffic and the Highway Capacity Manual (HCM). This analysis establishes a baseline condition to which future traffic operations can be compared. Capacity analysis results identify a Level of Service (LOS), which indicates the quality of traffic flow through an intersection. Intersections are given a ranking from LOS A through LOS F. The LOS results are based on average delay per vehicle, which corresponds to the delay threshold values shown in Table 1. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays. LOS F indicates an intersection where demand exceeds capacity or a breakdown of traffic flow. An overall LOS A through D is generally considered acceptable by drivers in the City of Lakeville. 44 IA 1`LJ 't7 - .1 ad 1781h St w V bit Apia-, !ko --- IL IWO LEGEND xx - A.M. Peak Hour Volume (XX) - P.M. Peak Hour Volume - Side-Street Stop Con trol T - •' i •Y. �� * i'�. : � 'tee ;,�-�_�..,- q � � y� r .� (j ♦.r y •^ Zach Johnson, P.E. City of Lakeville Table 1. Level of Service Criteria for Signalized and Unsignalized Intersections August 14, 2014 Page 7 LOS Designation Signalized Intersection Unsignalized Intersection Average Delay/Vehicle (seconds) Average Delay/Vehicle (seconds) A <10 <10 B 10-20 10-15 C 20-35 15-25 E 55-80 35:50 F > 80 > 50 For side -street stop controlled intersections, special emphasis is given to providing an estimate for the level of setviceof the minor approach. The traffic operations atan unsignaiizedintersection with side - street stop control can be described in twoways. First, considerationis given to the overallintersection level of service. This takes into account the total number of vehicles entering the intersection and the capability of the intersection to support these volumes. Second, it is important to consider the delay on the minor approach. Since the mainline does not have to stop, the majority of delay is attributed to the side-street/minor approaches. Results of the esdsting traffic operations analysis shown in Table 2 indicate that all study intersections are currently operating at an acceptable overall LOS A. The analysis also indicates that all study intersection minor street approaches are operating at an acceptable LOS C or better during the a.m. and p.m. peak hours, with the eidsting traffic control and geometric layout. Table 2. Existing Peak Hour Capacity Analysis Intersection A.M. Peak P.M. Peak LOS Delay LOS Delay Ipava Avenue/176th Street() A/B 14 sec. A/B 14 sec. Ipava Avenue/178th Street() A/C 23 sec. A/C 23 sec. Ipava Avenue/Ira Lane-Eastview School North Access(1) A/C 19 sec. A/C 24 sec. Ipava Avenue/183rd Street(1) A/C 17 sec. A/C 23 sec. (1) Indicates an unsignalized intersection with side -street stop control, where the overall LOS is shown followed by the worst approach LOS. The delay shown represents the worst side-5treet approach delay. It should be noted that the City of Lakeville will be installing a permanent traffic control signal at the Ipava Avenue/175th Street intersection in the spring of 2015 as part of improvements to mitigate the traffic impacts from the CSAH 50/CSAH 60 intersection reconstruction project. It should alsobe noted thatthe pedestrian/bicycle volumes and vehicular intersection tumingvolumes counted during the weeks of October 7, 2013 (fall) and May 12, 2014 (spring) for this study, represent normal or typical traffic volumes under good weather conditions. The CSAH 9/Highview Avenue intersection reconstruction project was completed in September 2013 and the CSAH 50/CSAH 60 intersection reconstruction project had not yet begun, therefore, these projects and any potential detoured or diverted traffic did not impact the traffic counts for this study. Zach Johnson, P.E. City of Lakeville Traffic Safety/Crash Analysis August 14, 2014 Page 8 Based on the available crash data reported to MnDOT/MnDPS for the five-year period from year 2009 through year 2013, there were a total of 15 reported crashes on Ipava Avenue within the study area. One crash involved a seriously injured 15 -year old helmet wearing bicyclist crossing Ipava Avenue at Ira Lane (Eastview Elementary School north access) on a Thursday evening in July, 2013. The rate at which reported crashes are occurring on Ipava Avenue through the study area is below the critical crash rate for similar urban four -lane divided roadways. The critical crash rate provides a statistically relevant benchmark for comparison. Segments with crash rates below the critical crash rate are not in need of further safety review or significant improvement because there is a high probability (95 percent) that physical conditions along the segment are not contributing to the crashes. Potential Traffic and Pedestrian/Bicycle Safety Improvements Identified Pedestrian/Bicycle Safety Strategies The candidate strategies identified in Table 3 may reduce the potential for severe crashes with pedestrians and bicyclists on Ipava Avenue and may be applicable to the study area. The identified strategies provide a range of actions contained within the current state of the practice in Minnesota relating to the design and operation of pedestrian- and bicycle -related facilities. These strategies wete evaluated as to their applicability to the study area conditions and City of Lakeville policy/practice. Table 3. Ipava Avenue Pedestrian/Bicycle Safety Strategies Applicability/Evaluation Pedestrian/Bicycle Safety Strategy ApplicabilityCost/Location Comment High Low Outreach/Public Information Programs ✓ Varies/Low Use school/City newsletters/websites Enhanced Traffic Law Enforcement ✓ Varies/Low Utilize school resource officer/or other Speed Reduction Measures ✓ $1,000 No school zone speed limit at 178th St. School Crossing Guards ✓ Varies/Low All students are provided bus transport Ipava Avenue Crosswalk Enhancements ✓ $5,000 High speed/volume, "multiple -threat" Crosswalk Specific Lighting ✓ $20,000 Lighting is in place at all intersections Rectangular Rapid Flashing Beacons ✓ $20,000 Effective, high benefit/low cost action Raised Crosswalks (traffic calming device) ✓ $25,000 Posted speed >40 mph, undesirable Intersection Curb Extensions (bump -outs) ✓ $25,000 No Ipava parking lane space to utilize Pedestrian Hybrid Beacon System (HAWK) ✓ $250,000 Midblock locations preferred, high cost Traffic Signal Controlled Intersection ✓ $250,000 Justification unlikely, high cost Grade -Separated Crossing ✓ $1,000,000 Cost prohibitive, not practical Zach Johnson, P.E. August 14, 2014 City of Lakeville Page 9 Summaryof Findings and Conclusions Based on the Ipava Avenue Pedestrian/Bicycle Safety Study, the following findings and conclusions are offered for consideration: 1. The highest east/west pedestrian/bicyclevolumes crossingIpava Avenue are at 178th Street (dual marked school crosswalk on the south leg of the intersection) and 183rd Street (dual marked school crosswalk on the north leg of the intersection) . The two existing marked crosswalks on Ipava Avenue are located at the two highest east/west pedestrian/bicycle crossing locations. 2. V %ile the study area elementary schools currently provide bus transportation to all elementary students and therefore, elementary students are not required to walk to school or cross Ipava Avenue, there are elementary students who choose to walk and do cross Ipava Avenue at 178th Street (dual marked school crosswalk on the south leg of the intersection) and 183rd Street (dual marked school crosswalk on the north leg of the intersection). 3. Based on the higher Ipava Avenue traffic speeds and volumes, the number of crosswalks on Ipava Avenue should be limited and no additional crosswalks on Ipava Avenue are recommended. The two existing marked crosswalks on Ipava Avenue should be enhanced with effective crossing safety improvements such as; pavement stop bars with corresponding "stop here for pedestrians" signs at appropriate locations to reduce the risk of the "multiple -threat" pedestrian/bicycle collision (see Appendix B for details) and Rectangular Rapid Flashing Beacons at the crosswalks (see Appendix C for details). The total cost of these safety improvements is estimated at $50,000. 4. Pedestrians/bicyclists should be encouraged to cross Ipava Avenue only at the enhanced marked crosswalks on Ipava Avenue at 178th Street and 183rd Street and/or the future and existing traffic signals at 175th Street and 185th Street, respectively. An outreach/public information program utilizing the schools/City of Lakeville periodic newsletters/websites could be effective in promoting pedestrian/bicycle safety within the study area (see Appendix D for examples of pedestrian/bicycle safety information that could be placed in a newsletter or on a website). The highest north/south pedestrian/bicycle volumes crossing the intersecting cross streets are at 176th Street (marked crosswalk on the west leg of the intersection) and 176th Street (marked crosswalk on the east leg of the intersection). It should be noted that the north/south combined pedestrian/bicycle volumes crossing the intersecting cross streets increase from south to north. This could be indicative of the increasing east/v.-est depth of the neighborhoods from south to north and possibly more pedestrian/bicycle trip generators to the north of the study area. It should be noted thatthe north/south pedestrian/bicycle volumes crossing the intersecting cross streets on the parallel separated pedestrian/bicycle facilities on both sides of Ipava Avenue, are significantly higher than the east/west pedestrian/bicycle volumes crossing Ipava Avenue. However, the east/west pedestrian/bicycle volumes crossing Ipava Avenue are the primary focus of this study due to the higher risk caused by the higher speed and volume of traffic on Ipava Avenue. And since the north/south pedestrian/bicycle volumes crossing the intersecting cross streets face lower traffic speeds (a stop condition for vehicles approaching Ipava Avenue and slower vehicles turning from Ipava Avenue) and lower traffic volumes, the risk is much reduced. Zach Johnson, P.E. August 14, 2014 City of Lakeville Page 10 7. The north/south pedestrian/bicycle volumes crossing the intersecting cross streets on the parallel separated pedestrian/bicycle facilities on both sides of Ipava Avenue do face what is known as a parallel path crossing conflict with vehicles turning from Ipava Avenue (see Appendix E for details). However, clear sight lines within the intersection sight distance triangles and traffic law enforcement can minimize the risk associated with this parallel path crossing conflict. 8. Results of the existing traffic operations analysis indicate that all study intersections are currently operating at an acceptable overall LOS A. The analysis also indicates that all study intersection minor street approaches are operating at an acceptable LOS C or better during the a.m. and p.m. peak hours, with the existing traffic control and geometric layout. 9. While the Ipava Avenue northbound and southbound vehicular traffic volumes are fairly well balanced during the a.m peak hour, the southbound volume is significantly higher than the northbound volume during the p.m. peak hour. This is likely due to drivers using Ipava Avenue as an alternate route home in the afternoon that don't use it as a route to work in the morning. 10. The City of Lakeville will be installing a permanent traffic control signal at the Ipava Avenue/175th Street intersection in the spring of 2015 as part of improvements to mitigate the traffic impacts from the CSAH 50/CSAH 60 intersection reconstruction project 11. Based on the available crash data reported to MnDOT/MnDPS for the five-yearperiod from year 2009 through year 2013, there were a total of 15 reported crashes on Ipava Avenue within the study area. One crash involved a seriously injured 15 -year old helmet wearing bicyclist crossing Ipava Avenue at Ira Lane (Eastview Elementary School north access) in July 2013. 12. The rate at which reported crashes are occurring on Ipava Avenue through the study area is below the critical crash rate for similar urban four -lane divided roadways. The critical crash rate provides a statistically relevant benchmark for comparison. Segments with crash rates below the critical crash rate are not in need of further safety review or significant improvement because there is a high probability that physical conditions along the segment are not contributing to the crashes. Zach Johnson, P.E. City of Lakeville Summaryof Recommendations August 14, 2014 Page 11 Based on the study findings and conclusions the following actions to enhance and improve pedestrian/bicycle safety within the Ipava Avenue study area are recommended for consideration: 1. Enhance the existing dual marked school crosswalks on Ipava Avenue at 178th Street and 183rd Street by installing pavement stop bars/lines with corresponding "stop here for pedestrians" signs at appropriate locations to reduce the risk of the "multiple -threat" pedestrian/bicycle collision (see Appendix B for details). The total cost of these safety improvements is estimated at $10,000. 2. Install Rectangular Rapid Flashing Beacons (see Appendix C for details) at the existing enhanced dual marked school crosswalks on Ipava Avenue at 178th Street and 183rd Street. The total cost of these safety improvements is estimated at $40,000. 3. Establish a School Zone Speed Limit - 20 mph (when children are present) at the enhanced dual marked school crosswalk on Ipava Avenue at 178th Street. The total cost of these safety improvements is estimated at $1,000. 4. Based on the higher Ipava Avenue traffic speeds and volumes, additional marked crosswalks on Ipava Avenue in the study area are not recommended. Pedestrians/bicyclists crossing Ipava Avenue should be encouraged to cross only at the two existingmarked crosswalks at 178th Street and 183rd Street and/or the future and existing traffic signals at 175th Street and 185th Street, respectively. Drivers will learn to expect pedestrian/bicycle crossing activity at these limited existing crossing locations where pede strian/bicycle cros sing enhancements can be more effective. 5. Encourage pedestrians/bicyclists to cross Ipava Avenue only at the enhanced marked crosswalks on Ipava Avenue at 178th Street and 183rd Street and/or the future and existing traffic signals at 175th Street and 185th Street, respectively, through an outreach/public information program utilizing the City of Lakeville/Schools periodic newsletters/websites (see Appendix. D for examples of pedestrian safety programs and information that could be placed in a City/School newsletter or on a City/School website). 6. Minimize the risk associated with the parallel path crossing conflict to the north/south pedestrian/bicycle volumes crossing the intersecting cross- streets on the parallel separated pedestrian/bicycle facilities on both sides of Ipava A-enue from vehicles turning from Ipava Avenue (see Appendix E for details). This can be done by ensuring clear sight lines are available within the intersection sight distance triangles and stepped-up traffic law enforcement. 7. Consider tasking Lakeville Police school resource officers, or other officers as appropriate, with enhanced/stepped-up strict enforcement of traffic laws, particularly laws related to failure to yield or stop for pedestrians/bicyclists and pedestrian/bicycle rules/laws within the study area. 8. Following implementation or application of these strategies, the City should periodically (i.e. after new traffic counts are completed, every two to four years) review, evaluate, and if necessary, modify these strategies to make them more consistent with actual local conditions and system needs as conditions change (i.e. significant future traffic and pedestrian/bicycle volume growth). JB/MP HAPmj a.r\8271VWemo\ 140814 FiwL8271.docz Appendix A Appendix A - Ipava Avenue Pedestrian/Bicycle Crossing Volumes Cross Street on Ipava Avenue I w South Leg Tuesday, October 08, 2013 I West Leg Pedestrian/Bicycle Crossing Volume Diagram Ipava Avenue North Leg Cross Street a 3 W South Leg Bicycles Crossing I Pedestrians Crossing North Leg South Leg 1 East Leg West Leg North Leg I South Leg East Leg West Leg 176th St W 0 1 43 12 3 0 33 84 178th St W 3 0 39 8 0 9 37 70 Ira Ln 1 0 35 16 0 0 30 72 183rd St W 1 3 25 12--F 4 2 31 44 178th St W 0 16 62 34 0 37 53 55 Wednesday, October 09, 2013 Bicycles Crossing Pedestrians Crossing North Leg South Leg East Leg West Leg North Leg South Leg East Leg West Leg 176th 5t W 0 0 34 28 3 0 66 105 178th St W 0 8 50 16 0 14 43 57 Ira Ln 1 3 39 31 4 7 44 50 183rd St W 5 0 25 26 11 4 1 61 21 106 55 8 0 136 Two -Day Weekday Combined Fall Total 8 1 Bicycles Crossing Pedestrians Crossing Pedestrians/Bicycles Crossing North Leg South Leg East Leg West Leg North Leg South Leg East Leg West Leg North Leg South Leg East Leg West Leg 176th St W 0 1 77 40 6 0 99 189 6 1 176 229 178th St W 3 8 89 24 0 23 80 127 3 31 169 151 Ira Ln 2 3 74 47 4 7 74 122 6 10 148 169 184d. St W 6 3 50 38 15 6 92 65 21 9 142 103 Pedestrian/Bicycle Crossing Volume Diagram Note: Pedestrian/Bicycle Crossing Volumes shown are for both directions on the intersection leg identified and from 6:00 a.m. to 7:00 p.m Note: Bicycle Crossing Volumes include other wheeled users (i.e. skate boarders, roller bladers etc.). North Leg South Leg East Leg I West Leg North Leg eg South LegE42 West Lege Cross Street Ipava Avenue *�o 10 J J 3 W South Leg 176th St Vli 0 1 60 17 4 0 116;,r 178th St W 1 6 49 40 2 14 50 Ira Ln 1 0 48 22 0 0 100 183rd St W 1 4 35 17 6 3 61 Sunday, May 18, 2014 Bicycles Crossing Pedestrians Crossing North Leg South Leg East Leg West Leg North Leg South Leg East Leg West Leg 176th St W 0 0 46 38 4 0 90 144 178th St W 0 16 62 34 0 37 53 55 Ira Ln 1 4 53 42 5 10 60 1 68 183rd St W 7 0 34 36 15 5 83 1 29 Notth Leg Bicycles Crossing South Leg East Leg West Leg Two -Day Weekend Combined Spring Total Pedestrians Crossing North Leg South Leg East Leg West Leg Pedestrians/Bicycles Crossing North Leg South Leg East Leg West Leg 176th St W 0 1 106 55 8 0 136 260 8 1 242 315 178th St W 1 22 ill. 74 2 51 121 105 3 73 232 179 Ira Ln 1 3 4 102 65 5 10 102 168 8 14 204 233 183rd St W 1 8 4 69 52 21 8 126 90 29 12 195 142 Note: Pedestrian/Bicycle Crossing Volumes shown are for both directions on the intersection leg identified and from 6:00 a.m. to 7:00 p.m Note: Bicycle Crossing Volumes include other wheeled users (i.e. skate boarders, roller bladers etc.). 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Pedestrian/Bicycle Safety Outreach A City of Lakeville Pedestrian/Bicycle Safety Outreach and Public Information program may include any of the following activities or components: • Utilizing the City of Lakeville and Schools periodic newsletters/websites, provide residents with pedestrian/bicycle safety information, flyers and brochures, such as those attached. • Determine the educational needs of pedestrians/bicyclists and assemble a list of the most important pedestrian/bicycle safety messages, and create a media campaign to get them across. Include the experiences of current local pedestrians/bicyclists as a way of personalizing the messages and lending added credibility. • Enhance the Lakeville Police/Fire Department school education programs to include elementary and middle school pedestrian/bicycle safety presentations and information. • Consider a bicycle helmet sales program through the Lakeville Fire Department providing new bicycle helmets at a discount price and include a proper fitting and use discussion at the sale potentially at a Lakeville fire station. • Encourage bicycle helmet use and compliance with pedestrian/bicycle laws and safety practices by having Lakeville Police and Fire officers, while on patrol, stop to reward pedestrians and bicyclists with a coupon or token for a treat at a local vendor, when they're observed wearing helmets and practicing safe and lawful pedestrian/bicycle activities. • Identify local pedestrian/bicycle advocacy groups and stakeholders to partner with to promote pedestrian/bicycle safety at local community events. • Have the Parks and Recreation Department hold events to promote pedestrian/bicycle safety such as; bicycle rodeos, It's a walk in the park program and other activities where the safety message can be presented during pedestrian/bicycle activities. • Work with local driver training instructors to identify key pedestrian/bicycle safety messages for delivery to new drivers, as well as those required to take remedial driving courses. • A wide range of additional activities can be considered dependent on the level of local commitment and funding available. ONE CARLSON PARKWAY, SUITE 150 1 MINNEAPOLIS, MN 55447 1 763.475.0010 1 WWW.SRFCONSULTING.COM MOTORISTS �J Stop for crossing pedestrians Stop for crossing pedestrians at every intersection, even those without crosswalks or stop lights • Before making a turn, look in all directions for pedestrians • Leave lots of rnom between you and the pedestrian when stopping Watch for pedestrians at all times • Scan the road and sides of the road ahead for pedestrians • Look carefully behind your vehicle before backing up, especially for small children • Watch for people in wheelchairs and motorized carts, who may be below eye level SMR Avoid distracted and aggressive driving • Put away the cell phones, food and make-up • Stop for pedestrians, even when they are in the wrong or crossing mid -block • Never pass or drive around a vehicle that is stopped for pedestrians • Obey speed limits and come to a complete stop at S rOP signs I�PUttestrian-vefttrlr s�allis►ntrs. Causes irrclt.icle �ilur ti�i yi21+I, al'lentiort dnd drsttaction. PEnESTRIANS Look before you cross • Make eye contact with drivers and ensure they see you and will stop • Clearly show your intentions to cross • Watch for turning and passing vehicles • look across ALL lanes for moving vehicles before proceeding Make yourself visible to drivers • Stand clear of buses, hedges, parked cars or other obstacles before crossing • Cross in a well -lit area at night • Wear bright -colored clothing and reflective material • Mount a safety flag on a wheelchair, motorized cart or stroller Avoid dangerous and distracted behaviors • Cross streets at marked crosswalks or intersections; don't cross mid -block • Remove headphones and stay off cell phones while crossing • Obey all traffic signals • Don't solely rely on traffic signals; look for vehicles before crossing • Always walk on the sidewalk, if there is no sidewalk, walk facing traffic • If intoxicated, don't walk without assistance — a cab ride home may be a safer option Fectestnan nenaviers cause snout nau of all pedestrian-vehide collisions. Causes m6ide ignoring Fitgns or stgnals, inattention and rrossinil wid-block. Bicycling Is Safer and More Enjoyable When Bicyclists and Motorists Follow the Rules Whether bicyclists are riding for pleasure or to commute to work, biking is a safe and legal way to travel on Minnesota's roadways. Failing to yield the right-of-way and obey traffic control devices are major factors in collisions between bicyclists and motorists. Contributing Factors in Bicycle Collisions TOP FACTORS ATTRIBUTED TO BICYCLISTS • Failure to yield right -o€ -way • Inattentionldistraction * Disregard traffic control device • Improperlunsafe lane use TOP FACTORS ATTRIBUTED TO MOTORISTS • Failure to yield right-of-way • Driver inattentionldistraction • Vision obscured Source: Minnesota DePartmen¢ of T{an5prtabon, 20D2 B I C Y C L E S A F E T Y 10 A TWO W AV S T RE SHARE H R OA D MW AM MINNESOTA DEPARTMENT OF TRANSPORTATION STATE NON -MOTORIZED EIGHT RULES OF THE ROAD THAT SAVE LIVES AND REDUCE INJURIE Minnesota's streets, roads and highways provide transportation for a variety of vehicles — cars, trucks, motorcycles and, yes, bicycles. By following eight rules of the road, bicyclists and motorists can share the road more safely and enjoyably After all, bicycle safety is a two-way street. Bicyclists may ride on all Minnesota roads, except where restricted. Bicyclists have all the same rights and responsibilities as motor vehicles, including the right to operate in a traffic lane. 8 Bicyclists should ride on the road, and must ride in the same direction as traffic. It's illegal and unsafe for bicyclists to ride against (facing) traffic. is Motorists must at all times maintain a three-foot clearance when passing a bicyclist. When a motorist is overtaking a bicyclist, the bicyclist has the right-of-way. Bicyclists must obey all traffic control signs 4 Bicyclists and motorists must yield the righ of -way to each other. Among the most common causes of bicycle-motc vehicle collisions is the failure of bicyclists and motorists to yield the right-of-way to each other (t Bicyclists must signal their turns and should ride in a predictable manner. Bicyclists must use proper hand signals when tumin left or right, or changing lanes. Riding predictably means riding in a more or less straight line, avoiding abrupt swerving motions. Bicyclists must use a headlight and rear reflectors when it's dark. To increase visibility, add a rear flashing light. Bicyclists should always wear helmets Walking is a fun and healthy way to spend time with your child. You are your child's most important role model for walking safely. Children learn by watching others, so your own safe pedestrian behavior is the best way to teach these valuable skills. Consider these tips as you walk with your child: 1. Obey all traffic signs and signals. 2. Choose routes that provide space to walk and have the least amount of traffic and lowest speeds. 3. Look for traffic at all driveways and intersections. 4. If possible, cross at a crosswalk or at an intersection with a walk signal. 5. Stop at the curb and look for traffic in all directions (left, right, left, to the front and behind). At an intersection, it is important to look in front and in back to check for turning vehicles. The second look to the left is to re -check for traffic that is closest to you. 6. Wait until no traffic is coming and start crossing; keep looking for traffic as you cross the road. 7. Walk across the road. Do not run. 8. Wear reflective gear if it is dark or conditions limit visibility, such as rain or snow. 9. Talk with your child about what you're doing and why as you walk. Although you might be able to see quickly that it is safe to cross the road or snake other decisions while walking, your child may not know or understand why it is safe. Help your child understand and learn safe walking skills by practicing them each time you walk near or around traffic and taking the time to talk through new situations. As a driver you can also be a role model for safe behavior. Respect pedestrians and use the drive time to teach your child about signs, signals and other traffic rules. Developing pedestrian skills Children's ability to understand and make decisions about where to walk and cross the street change as they grow and develop. Children age four to six: Walk together 1. Have limited judgment, making it hard for them to This age group needs to walk with adults who will know where or when it is safe to cross the road. make safety a priority. Children age four to six still 2. Cannot gauge the speed of oncoming traffic. are learning what it means to be safe. They should alwa; s be with an adult while walking. The best 3. Can be impulsive and lose concentration easily. wav for children to learn is by repeating safe walking 4. Have a hard time staying focused on one task, such as skills with an adult. crossing the road. Prepared by the National Center for "afe Routes to " hool with funding from the National Highway Traffic ;safety Administration Children age seven to nine: 1. Need supervision as they learn more complicated pedestrian safety skills. 2. Can begin to identify safe crossing sites with help and practice. 3 Car... begin to learn how to identify traffic and stay focused while crossing the street with help and practice. Children age ten and older: i. Need specific instruction and modeling as they l.earii more complicated pedestrian safety skills. 2. Can identify safe crossing sites with help and practice. 3. With help and practice, can identify traffic and stay focused while crossing the street. Flow can you help? You can help your children by talking with them and showing them the correct safe behavior. Consider starting with these tips: 1. Walk with your child to model correct safety behaviors. 2. For routes that will be repeated (like walking to school), walk with your child to help pick the safest route. Explain that is important to always follow this route. 3. Stop at every curb and talk with your child about the importance of stopping to look for traffic in all directions before crossing. Teach lifelong skills These years are the time to teach skills that prepaie children to be safe walkers throughout their lives. Children age seven to nine can begin to learn more complicated pedestrian safetl tasks Even though they are older, they always should be with an adult while walking near or around traffic The best wad for children to learn is by repeating safe pedestrian skills with an adult. Find a mix of independence and supervision Children age ten and older gradually can learn more complicated pedestrian safety tasks. Even though they are older; they should still be with an adult while walking near of around traffic until they consistently demonstrate safe pedestrian skills. The best way for children to learn is by practicing safe pedestrian skills w-ith an adult As children grow, revisit thtse safety issues often to make suie they are still practicing safe behavior. How to choose the safest route 1. Choose the route with the fewest streets to cross. 2. Avoid cross.ng busy or high-speed streets. 3. Pick places that have sidewalks when possible If there are no sidewalks, the second choice is to walk facing oncoming traffic as far to the right as possible. Make sure to always follow this same route when walking with your child to a particular destination. 4. Wait with your child at the curb and explain that it is important to wait until there is no traffic coming in any direction before crossing the road together. If you are at an intersection with a walk signal, explain that you wait until the walk sign appears and then look in all directions for traffic before crossing. 5. As you cross, help your child stay focused on crossing safely by holding his or her hand and walking directly to the other side of the street. Prepared by the National Center for 01afe Routes to School with funding tram the National highway Traffic Safety Administration Appendix E LL 0 H U uj J u t.� z U) W a W 13. 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