SDOT is taking action on the intersection at 41st and Stone Way, the site of several accidents, including a young couple that was struck by a car while crossing to the Stone Soup Theatre back in January.
The Fremont Neighborhood Council posted a letter they received from SDOT discussing steps that have been taken and more that are planned:
The suggestion we heard most frequently was for some type of pedestrian-activated signal or flashing beacon to enhance driver awareness of pedestrians crossing the intersection. I’m pleased to let you know that SDOT, through our Safe Routes to Schools program, will be installing a pedestrian-activated flashing beacon in the intersection. Our target for installation is this summer, prior to the start of the next school year.
SDOT and Seattle City Light are also following up on other suggestions made at the meeting, including parking restrictions to improve visibility and changes to street lighting.
The letter goes on to note that work already completed include the addition of “stop bars” in advance of the marked cross walk, a tree was trimmed to improve visibility, parking has been removed from around the intersection and requests for additional traffic enforcement at the intersection has been submitted to the Seattle Police Department.
SDOT is also considering the addition of curb bulbs for the intersection, which would further enhacne lines-of-sight between pedestrians and drivers, a radar speed sign and a raised median island.
The Fremont Neighborhood Council site notes that Desiree Douglass, whose son was badly hurt at the crosswalk several years ago, has been spearheading this effort. Civics in action.
(Thanks for the tip, Jenny Brailey)
So I live within 1 block of this area. And I frequently walk and cross Stone Way. People do not want to stop, even when I have the right away it will usually take 3 or 4 cars to pass me before I force them to stop by walking in the crosswalk.
I have had the same experience. I think it’s in part due to the revenue cam at N 40th. Drivers tend to get fixated on getting past the light there while it’s still green, so they don’t get nicked. The new stop lines and signage do seem to be helping somewhat, however.
Thank you Jenny Brailey and Wallyhood for posting this update. An independent traffic engineer (Ed Stevens with ESA Engineers, Inc.) who has worked on this crosswalk for the personal injury cases offered to review SDOT’s data and actions and provided us with these recommendations. I have asked Mayor Murray’s office to have these recommendations included in the measures to be taken by SDOT to protect our neighbors and the over 1,100 students at Hamilton Middle School, or any elementary school students from BF Day who use this school designated crosswalk. My deepest wish is that no other child or person will have to suffer a bodily or head injury here again.
Gratefully,
Desiree Douglass
April 30, 2014
Summary of ESA Engineers, Inc. Observations and Recommendations re: SDOT Warrant & Gap Study of crosswalk at Stoneway Avenue N and 41st Street:
1. SDOT conducted counts of gaps in traffic from 7:00 to 8:00 am, from 8:00 to 9:00 am, and from 2:00 to 3:00 pm and from 3:00 to 4:00 pm. SDOT conducted counts of pedestrian, bicycle, and traffic volumes from 7:00 to 7:45 am; from 8:00 to 8:45 am; 1:45 pm to 3:15 pm. However, they did not collect counts for the late afternoon/evening high volume period, or if they did, these were not provided.
RECOMMENDATION: I recommend that SDOT conduct counts of pedestrian, bicycle, and traffic volumes and do a gap analysis from 3:00 pm to 6:00 pm to capture the peak periods for after school program dismissal, and “end of work day” volumes.
2. SDOT found that the above counts show that crosswalk did NOT meet the full pedestrian warrant NOR did it meet the half-signal warrant. SDOT found that the crosswalk DID meet the school crosswalk warrant.
FINDING/RECOMMENDATION: Based on the data provided, I concur that this finding is accurate. However, the late afternoon/evening counts should also be included in the data reviewed for a more complete and accurate determination.
3. Based on meeting the school crosswalk warrant, SDOT recommended installation of a pedestrian-activated overhead flashing yellow signal.
FINDING/RECOMMENDATION:
a. Recommend that SDOT install the pedestrian activated overhead flashing yellow signal simultaneous with a curb bulb-out system.
b. It is critical that the lighting system be pedestrian activated and overhead. NOT in pavement.
c. Monitoring of driver compliance with stopping for pedestrians at the crosswalk should be continued after installation.
d. A standard for requisite driver compliance should be established and documented for the school crosswalk.
e. If installation of signal and curb bulb-outs is not adequate to achieve the compliance standard, recommend that SDOT replace the flashing yellow signal with a pedestrian activated full signal with red, yellow, and green lights.
This review is based on the five documents provide by SDOT (attached):
Bennett, you asked me how I would like you to proceed. Given Ed Steven’s recommendations, could you and the Mayor’s office require that SDOT do the following:
1. Collect late afternoon/evening data (3:00 to 6:00 pm) as described above.
2. Install curb bulb-outs in conjunction with the pedestrian-activated overhead flashing yellow traffic signal. Ensure that the signal is pedestrian-activated and overhead (NOT flashing in-pavement).
3. Establish and disclose a driver compliance standard or threshold for acceptable/unacceptable improvement at this location.
4. Coordinate with SPD for continued “sting” operations at this location to measure driver compliance, especially at peak periods for pedestrians and school age children.
5. Establish a review period of the “sting” operation data and report back to Mayor’s office and community on driver compliance.
6. If driver compliance is not acheived by the end of the review period, replace overhead yellow flashing signal with pedestrian activated full traffic signal (red, yellow, green).
I believe with a transparent plan and established review period, this work will go along ways towards making this crosswalk significantly safer. Thank you for your perseverance and support on this Bennett.
Gratefully,
Desiree
“b. It is critical that the lighting system be pedestrian activated and overhead. NOT in pavement.”
This surprises me. My feeling is that an in-ground system is actually more visible as they are typically super-bright and clearly define the actual crosswalk path. Overhead blinking yellows are very common and easy for drivers to “tune out”.
Kirkland has an in-ground system on 3rd, and eye-level systems along Lake WA Blvd.
I think the eye-level rapid-blinking is a bit more effective, as that’s a place where drivers will be scanning anyhow, and it isn’t affected by rain/snow/mud/whatever.
Also, if traffic is tightly packed, you don’t get to see an in-ground blinking light until you’re almost on top of it.