SR-080800-9A
PCD:SF:EG:f:\plan\admin\ccreport\xwalksPhase2
Council Meeting: August 8, 2000 Santa Monica, California
TO: Mayor and City Council
FROM: City Staff
SUBJECT: Recommendation to Conceptually Approve Crosswalk Enhancements and
Street Modifications for Wilshire Boulevard, Santa Monica Boulevard,
Broadway and Ocean Park Boulevard and to Authorize Staff to Proceed with
the Preparation of Construction Drawings and Specifications.
INTRODUCTION
This staff report recommends that the City Council conceptually approve the proposed
crosswalk enhancements and street modifications for Wilshire Boulevard, Santa Monica
Boulevard, Broadway and Ocean Park Boulevard and to authorize staff to prepare
construction drawings and specifications.
BACKGROUND
On June 29, 1999 City Council authorized Phase II of a Pedestrian Crosswalk
Enhancements Design and Development project for site-specific analysis and the
development of recommendations for Wilshire Boulevard, Santa Monica Boulevard,
Broadway and Ocean Park Boulevard. The process included suggestions and
observations from the community, including three Community Workshops held in
September and October, 1999, and a written questionnaire distributed to community
members on request. The technical team gathered pedestrian counts, traffic data,
reviewed collision reports, and made field observations about pedestrian/land use patterns
and physical characteristics of the streets. Based on all these considerations, preliminary
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site-specific recommendations were developed. The proposed recommendations were
presented at three Workshops in May and June, 2000, to obtain feedback from the
community. The workshop comments and other subsequent feedback were generally
supportive of the proposed measures, although there were requests for additional
measures that required follow-up. The discussion of these requests, a description of the
additional evaluation and the final recommendations are included in this report.
Phase I of this project was initiated in September, 1998 and included Pico Boulevard,
Montana Avenue, Ocean Avenue, Neilson Way and Barnard Way. The Pico Boulevard
improvements were completed this Spring. The crosswalk enhancements for the other
Phase I streets are in various stages of design and construction. The striping work that
does not require new curb cuts or other construction work will be completed this Summer.
All other Phase I improvements will be completed by Spring 2001.
This project is an element of the City?s ongoing Community Livability Objective to enhance
the pedestrian experience through the development of safe and convenient crosswalk
locations. A Phase III design process is anticipated, but will be deferred until FY '01-02, to
allow time to complete the design and construction of Phases I and II. Phase III streets
have yet to be identified. Ultimately, the goal is to develop guidelines for enhancing
crosswalk locations throughout the City.
RECOMMENDED ENHANCEMENTS
The crosswalk enhancements recommended for Wilshire Boulevard, Santa Monica
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Boulevard, Broadway and Ocean Park Boulevard are summarized in the matrix labeled
Attachment A and shown in the maps labeled Attachment B1-4.
General Recommendations
The following are the general measures recommended:
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Zebra Striping Pattern:
Use a zebra-striping pattern at certain locations to increase
visibility. This pattern consists of section of white vertical striping about two-feet wide
alternating with a wide section of unpainted pavement. It?s different than the current
?ladder? crosswalks because there is no horizontal line connecting the vertical lines.
Along the study streets this striping is recommended for uncontrolled crosswalks (no
traffic light or stop sign); crossings with a pedestrian signal or in-pavement flashers;
crosswalks contiguous with a zebra-striped crosswalk; immediately adjacent to schools
and in areas designated by the City as "Walking Districts".
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Pushbutton Operation and Equipment:
Adjust signals to automatically show "Walk"
for every cycle at locations and during times when pedestrian traffic is steady in both
directions. Information placards will be added at every location to explain "Walk" and
"Don't Walk." Push buttons will be upgraded with the larger push button mechanisms.
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Limit Lines:
Add limit lines outside each crosswalk to encourage the motorist to stop
before the crosswalk rather than in the crosswalk.
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Pavement Markings:
Add ?Ped Xing? markings in the pavement, in advance of
uncontrolled crosswalks.
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Identify Crosswalks on Side-Streets:
Mark crosswalks across controlled side-streets,
parallel to the major street.
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Alley Treatment:
Mark all alleys, at the approach to a sidewalk, with a limit line and a
painted ?stop? in the pavement.
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School Crosswalks:
Paint crosswalks adjacent to schools the characteristic yellow
rather than white.
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Wheelchair Ramps:
Install new or repositioned wheelchair ramps where it is
determined that they are required in conjunction with the installation of a new crosswalk.
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Align Markings:
Align markings so that crosswalk is generally at right angles with the
curb line to provide the shortest, most direct pathway.
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Identify Crosswalks at Signalized Intersections:
Where appropriate, add
crosswalks at each signalized crossing.
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The specific recommendations for each street and each location were developed based on
a combination of considerations including the volumes of pedestrian traffic, the lane
configuration, the width of the street, visibility and the speed of traffic.
Wilshire Boulevard
Wilshire Boulevard experiences a constant stream of pedestrians crossing at both the
signalized intersections and the existing uncontrolled crosswalks. This is a wide, busy
commercial street, with high traffic volumes. Currently there are marked crosswalks at all
fifteen unsignalized intersections. Pedestrian volumes warrant retaining and enhancing all
fifteen of the current uncontrolled, marked crosswalks. The recommendations for Wilshire
Boulevard are described below.
Pedestrian Refuge Islands at Uncontrolled Locations: The approach to fourteen of the
fifteen uncontrolled crosswalk locations will be to install raised, pedestrian refuge islands
half-way across each zebra-striped crosswalk, so that the pedestrian only needs to cross
one direction of traffic at a time. The current crossing requires a pedestrian to anticipate
and negotiate both directions of traffic across multiple lanes, a very complex and stressful
requirement. Currently each intersection has two marked crosswalks. Both crosswalks will
be retained at each intersection and enhanced with pedestrian refuge islands. A typical
pedestrian refuge and street cross-section is shown in Attachment B-1. Wilshire Boulevard
can accommodate a six-foot wide median refuge island while still maintaining standard lane
widths. Six feet for a refuge island is recommended to provide adequate space for several
pedestrians or people who may be pushing strollers, in wheel chairs or walking bicycles.
The crosswalk locations that will be enhanced with pedestrian refuge islands are:
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9 Street
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10 Street
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12 Street
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16 Street
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18 Street
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19 Street
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21 Street
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22 Street
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24 Street
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Chelsea Street
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25 Street
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Princeton Street
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Harvard Street (Also the existing crosswalk on the east will be shifted east to align
with the northeastern-most corner Harvard. This will square off the intersection and
reduce right turning conflicts.)
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Stanford Street
Pedestrian Signal Near Franklin: The existing single crosswalk on the west side of the
jogged Franklin intersection will be moved slightly westward to a mid-block location so that
a pedestrian activated signal can be installed at this location. The pedestrian activated
signal will be coordinated with the signal at Berkeley in order to maintain traffic flow. The
jogged configuration of this intersection precluded the use of the pedestrian refuge island.
Signalized Intersections: All signalized crosswalks on Wilshire Boulevard will be
zebra-striped because the entire length of the street is heavily utilized by pedestrians.
Community Comment on Wilshire Boulevard:
In response to the recent workshops and outreach efforts, the following issues were
raised that are not addressed above:
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Signalize the uncontrolled crosswalks: Several comments were received
pertaining to the need to signalize various intersections or add in-pavement
flashers. Adding either of these devices would have to be done consistently,
which would affect multiple intersections. Adding signals raises numerous
concerns and would create neighborhood impacts on the side streets, impact
traffic flow on Wilshire Boulevard and require more in depth traffic analysis. In-
pavement flashers are not necessary or preferred when there is the option to
provide the pedestrian refuge islands as they are proposed.
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Turning Clearance: A concern was expressed that vehicles may run into the
refuge islands. The recommended design anticipates and addresses this issue
by placing the crosswalks slightly back from the intersection to allow an
adequate turning radius around the refuge "nose". The end or "nose" of the
refuge island will be treated boldly with paint and signage to add visibility for
oncoming and turning vehicles.
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Adequate lane widths: The goal on Wilshire is to address the need for
pedestrians to cross the street while continuing to facilitate the heavy volume of
vehicles. The recommended widths are sufficient to accommodate the vehicular
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flow. The outside traffic lane will remain unchanged at 20 feet (8 foot parking
lane and 12 foot travel lane) to accommodate the heavy bus traffic. The inside
lane and left turn lane will be reduced from 12 feet to 10 feet, which is a common
width in the City.
Santa Monica Boulevard
Santa Monica Boulevard is characterized by heavy vehicular traffic, with pedestrian
volumes that are concentrated at specific locations and are generally lower than
Wilshire Boulevard due to differing land use characteristics of the street. Although
Santa Monica Boulevard has two travel lanes in each direction, it is narrower than
Wilshire Boulevard. The narrower cross-section precludes the use of a pedestrian
refuge treatment on Santa Monica Boulevard unless on-street parking is eliminated.
Because parking affects the commercial vitality and provides a buffer for the sidewalk,
the recommendations avoid parking loss.
Currently ten intersections along Santa Monica Boulevard are marked with single
uncontrolled crosswalks. Because of the lane configuration and volume of traffic on
Santa Monica Boulevard, all retained marked uncontrolled crosswalks will be
enhanced. There are several locations, with low pedestrian volumes, where an existing
crosswalk will be eliminated as explained below.
In-Pavement Flashers: The predominant enhancement approach for the uncontrolled
crosswalks is to install pedestrian activated in-pavement flashers. In-pavement
flashers will provide increased visibility for the motorist, while still requiring the
pedestrian to cross with care. These can be observed at five locations along Pico
Boulevard where the systems were recently installed. The installments consist of a
series of lights embedded in the pavement along the marked crosswalk that are
directed towards motorists and a pedestrian crossing sign with flashing lights. The
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system is activated by a pedestrian push button.
The five crosswalk locations that will be enhanced with pedestrian-activated in-
pavement flashers are:
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9 Street
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Euclid Street
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15 Street
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18 Street
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Princeton Street
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Pedestrian Refuge Island at 16 Street: At Sixteenth Street the crosswalk will be
moved to the east side of the intersection to reduce conflict with the predominant left
and right turning movements. A median refuge treatment is recommended at this
location because it has the heaviest pedestrian volumes of any of the uncontrolled
crosswalks on Santa Monica Boulevard. An in-pavement flasher at this location is not
recommended since it would be highly disruptive to the flow of traffic because of the
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flasher system recommended at 15 Street (which has the second heaviest pedestrian
volumes). The flashers activate instantly and during peak hours the combination of the
two locations would be stopping cars almost constantly. With a pedestrian refuge
island the pedestrians can cross each half of the roadway when there is a gap in traffic
created by the adjacent signal at Seventeenth Street, by the in-pavement flasher at
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Fifteenth Street or the signal at 14 Street. Upon approach to the median island, there
will be approximately 30 feet of a bold thermoplastic traffic marking pattern to stop the
driver in advance of the crosswalk. At this particular location the median island will not
require the taking of on-street parking because both sides are already painted red for
the distance of the median island.
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Pedestrian Signal at 21 Street: There is a constant stream of pedestrians jaywalking
at this location, even though it is posted to prohibit crossing. This issue will be
addressed during Saint John's Medical Center construction, when the front entrance of
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the hospital will be reoriented to Santa Monica Boulevard at 21 Street. As part of the
Hospital's Development Agreement with the City, the Hospital will install a pedestrian
signal at this location.
Full Traffic Signal at Berkeley Street: A signal warrant study was done independent
of the crosswalk study to address the vehicular movements at this intersection. The
study determined that a full traffic signal should be added. The addition of a signal
provides the necessary enhancement needed to maintain a crosswalk. This is a key
location for a crosswalk since it is also a bus stop.
Signalized Intersections: The signalized crosswalks from Lincoln Boulevard west will be
zebra-striped, except for those receiving special pavement treatment as part of the future
Transit Mall.
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Countdown Signal at 3 Street Promenade: A new type of signal has been specified
at the Promenade to address the large volume and continuous flow of pedestrians.
This "countdown" signal will provide actual number of seconds that are remaining for
pedestrians to cross, so the pedestrians can decide whether they have time to make it
across the street before the light changes. Currently, pedestrians will continue to enter
the crosswalk well into the "Don't Walk" phase and are still in the crosswalk after the
light has changed. This device will be installed as part of the Transit Mall construction.
Coordination with Transit Stops:The Big Blue Bus will move and combine the low
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volume bus stops at 10 and 12 Streets to a new bus stop at 11 Street where there is
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a signalized crosswalk. Currently there is no marked crosswalk at 10 Street and there
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is a low-volume marked uncontrolled crosswalk at 12 Street.
Removal of Existing Uncontrolled Crosswalks: Listed below are the crosswalks
recommended for removal. These recommendations are consistent with study
approach of enhancing at least every other crosswalk along the street, focusing on
those with the highest demand.
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12 Street: This is not a high volume crosswalk and the current bus stop is
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being moved to the signalized location at 11 Street, one intersection to the
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west. Euclid is the heavier of the two locations between the two signals at 11
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and 14 Streets and will be enhanced with in-pavement flashers.
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19 Street: This is not a high volume crosswalk. This is one of the two
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uncontrolled crosswalks between 17 and 20 Streets. Eighteenth Street has
the heavier pedestrian volumes and will be enhanced with in-pavement
flashers.
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Stanford and Franklin Streets: Both these crosswalks are low volume. With
the signalization of Berkeley Street, there will be signals at every other
intersection: Yale Street, Berkeley Street and Centinela Avenue.
Community Comment on Santa Monica Boulevard:
In response to the recent workshops and outreach efforts, the following issues were
raised:
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Mark a Crosswalk between Cloverfield Boulevard and 26 Street: A crosswalk was
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requested in the vicinity of 25 Street, where there is a three-block stretch with no
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marked crosswalk, to provide more direct access to the shopping center between 25
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and 26 Street. A marked, uncontrolled crosswalk had previously been removed within
this segment to encourage the McKinnely School children to use the signalized
crosswalks. Because this is such a congested area, with so many lane changes and
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turning movements, if a crosswalk were added, it would have to be signalized. The
pedestrian volumes were counted and observed several times with the consistent
finding that there is not sufficient demand to warrant a new signal. The walking distance
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to the signalized intersection at 26 Street is also shorter than most comparable
blocks.
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Accelerate the 21 Street Crosswalk: A request was made to construct the pedestrian
signal as part of the crosswalk project, rather than waiting for Saint John Medical
Center to construct it as part of their project. This option was considered, however, the
Hospital will be disrupting this area around the same time as implementation of the
crosswalk improvements.
Broadway
Outside the Downtown area, Broadway has moderate traffic volumes and is
characterized by only one travel lane in each direction. This type of cross-section is
easier for a pedestrian to negotiate than a street with multiple traffic lanes in each
direction. The recommendations for Broadway also incorporate the Broadway
component of the Mid-City Traffic Improvements, which covers the eastern end of
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Broadway from 26 Street to Centinela Avenue. The recommendations for the traffic
improvements were developed over several years, through an extensive community
involvement process. A final community open house was held on July 18, 2000 to
gather input on all improvements proposed on Broadway. The recommendations of
Broadway are provided below:
Curb Extensions at Uncontrolled Locations: Although Broadway has a cross-
section that is easier to negotiate than a multi-lane street, there are currently only three
marked uncontrolled crosswalks along the entire street. Based on pedestrian volumes,
it was determined that crosswalks will be added at six intersections. All the locations
will be zebra-striped and will be marked across all four streets of the intersection,
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except for 21 Street where there is a single crosswalk at a "T" intersection. All will be
enhanced with curb extensions to improve the site line between the pedestrian the
driver by placing the pedestrian out beyond the row of parked cars. The curb
extensions will be no wider than the parked cars and will not impede the bicycle lane.
The extensions will also be designed to minimize disruption to turning movements. The
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recommended locations are the following:
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10 Street
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12 Street
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Euclid
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16 Street
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21 Street (existing marked crosswalk)
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Princeton Street
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Harvard Street (existing marked crosswalk)
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Stanford Street (existing marked crosswalk)
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Franklin Street
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Countdown Signal at 3 Street Promenade: This is also recommended for
Broadway at the Promenade.
Other Broadway Improvements: Broadway improvements also include the following:
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Landscaped Median islands: These will be added in the blocks between 26
Street and Centinela as a traffic calming measure. The islands will break at the
alleys (the attached maps show the break as a range depending on how much
space needed to accommodate Sanitation and Fire Department movements).
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There will be dedicated left turn lanes at 26 Street and Centinela Avenue.
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Additional Curb Extensions at Intersections with Stop Signs: Two intersections
controlled by stop signs will also have curb extensions. These are the
intersections at Yale and Berkeley Streets.
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Striped Bike Lane: Bike lane striping will be added.
Community Comment on Broadway:
A workshop to specifically review the Broadway Improvements was conducted on July
18, 2000. Approximately 25 people attended the meeting. Some community members
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disagree with the "traffic calming" objectives between 26 Street and Centinela Avenue,
preferring to address the large influxes of traffic by maintaining a "free flow" approach.
Their concerns were the following:
Raised Median Islands: People currently use the existing painted median area for
making left turns, detouring around obstructions in the through lane and merging into a
traffic lane after turning from the alley. The impacts on these movements is described
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as follows:
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Left-turning vehicles: The raised medians could create a delay at the
uncontrolled intersections of Princeton, Harvard, Stanford and Franklin,
depending the amount of on-coming traffic. At the 4-way Stop intersections of
Yale and Berkeley the vehicles are stopping anyway, and only a very minor
delay could result from the fact that vehicles are in the single line rather than
adjacent to each other at the Stop.
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Parallel parking: Currently a vehicle has room to detour around a car that is
parallel parking. When a raised median is installed, through vehicles may have
to wait for a car that is parallel parking.
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Alley turns: The median will break at the alleys and there will be sufficient space
between the medians for a vehicle to pull out of the flow of traffic to turn into or
out of the alley.
The medians are included as part of the Broadway Improvements to provide the
message to motorists that they are in a residential area and to discourage speeding.
The medians are proposed to extend to each crosswalk, which provides extra safety for
pedestrians by creating a refuge area in the middle.
Curb Extensions: Concern focused primarily on curb extensions that inhibit the ability
of a vehicle to turn right while another vehicle is proceeding straight ahead. However,
most people seemed satisfied when they were told that no curb extensions are planned
for the signalized intersections. There was also a specific concern at Euclid that the
curb extensions do not interfere with a school's curbside drop-off and pick-up
procedures. A site visit was made to talk with the school and it was determined that
these issues can be addressed.
Ocean Park Boulevard
Ocean Park Boulevard is characterized by three sections: west of Lincoln Boulevard
the traffic volume is the lowest and the street cross-section consists of one travel lane
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in each direction with a bike lane; between Lincoln Boulevard and 23 Street the traffic
volume is heavier and there are two travel lanes in each direction with no median; east
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of 23 Street the traffic volumes are heaviest and the street is characterized by two
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travel lanes in each direction with a landscaped median running from 25 Street to
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Centinela Avenue. Crosswalk enhancement recommendations for Ocean Park
Boulevard are described below.
Main Street to Lincoln Boulevard:
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In-pavement flashers at 3 Street: In-pavement flashers will provide advanced
warning to motorists approaching this existing crosswalk. The crosswalk will
be relocated slightly eastward to increase visibility at the crown of the hill. The
in-pavement flashers will also provide advanced warning for drivers heading
eastbound.
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Install "Stop" sign at bottom of westbound 4 Street ramp onto Ocean Park
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Boulevard: Currently there is a "Stop" sign at the end of the ramp, past the 3
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Street crosswalk. The "Stop" sign will be added on the east side of the 3
Street intersection.
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Re-orient existing crosswalks at SE corner of 3 Street, SW corner of 5 Street
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and NW Corner of 5 Street to increase visibility: At two of the three locations
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(SW corners of 3 and 5) this will require reconstructing the existing
pedestrian islands to provide a better angle for the crosswalks.
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Improve "Stop" signage on 4 Street: The north and southbound through lanes
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on the 4 Street overpass currently have "Stop" pavement markings. These
same pavement markings will be added to the adjacent left turning lanes that
access the ramps to Ocean Park Boulevard.
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The 6 Street signal will be adjusted to be more responsive to pedestrians,
particularly since it serves as a primary pedestrian crossing for SMASH and
Will Rogers Schools.
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Commercial Area Between 16 and 18: This area is considered as a "Walking
District" and the following recommended measures serve to enhance these
characteristics:
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In-Pavement Flashers and Curb Extensions on the eastern Side of 16 Street:
This location is the western boundary of the commercial district and also the
southwest corner of the John Adams Middle School athletic field. An in-
pavement warning device, in conjunction with curb extensions, can provide a
balanced response by facilitating a desired crossing and avoiding the
facilitation of cut-through traffic. The in-pavement flasher system will provide
advanced warning to both westbound and eastbound vehicles, coming up the
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hill from 14 Street. The recommended curb extensions will facilitate additional
line of site in both directions. The curb extensions will not extend beyond the
width of the parked cars on Ocean Park Boulevard and they will be designed to
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minimize disruptions to turning movements. The crosswalk will be zebra-
striped. Once this crosswalk is installed, the School Crossing Guard will be
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relocated to 16 Street from the signalized intersection at 17 Street.
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Zebra-Striping the Signalized Crosswalk at 17 Street: This signalized
crosswalk will be zebra-striped, consistent with the location as part of a walking
district.
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In-Pavement Flashers and Curb Extension at 18 Street: A zebra-striped
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crosswalk will be added from the north western-most corner of 18 Street in
conjunction with installation of an in-pavement flasher system and curb
extensions. The curb extensions will fit within the existing red curb zones and
should not require removal of on-street parking spaces. This crosswalk will
also facilitate the pedestrian demand resulting from the commercial activity and
the bus stop at this location.
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25 Street at Clover Park: A marked crosswalk on the eastern leg of this signalized
intersection will be added to provide direct access to Clover Park. This will require the
construction of new wheelchair ramps.
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30 Street: A new zebra-striped uncontrolled crosswalk will be added from the NE
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corner of 30 Street to just west of the driveway on the south side of Ocean Boulevard
to address the high level of pedestrian traffic at this location, particularly mid-day.
Marking a crosswalk at this location will help to focus the many jaywalkers crossing at
random locations along this stretch. A new pathway will be cut through the median,
avoiding the existing trees. The existing median island enables a pedestrian to focus
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on each direction of traffic separately. The traffic lights at 28 and 31 will provide the
necessary gaps.
Signalized Intersections: Neilson Way, Main Street and Lincoln Boulevard will be zebra-
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striped, as well as 17 Street described above.
Community Comments on Ocean Park Boulevard:
In response to the recent workshops and outreach efforts, the following issues were
raised:
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Add More Warning Lights or Install a Signal at 3 Street: There was a concern
that motorists heading westbound would not see the in-pavement flashers. In
response, another field visit was made, the line of site at this location was
reassessed and the conclusion is that the in-pavement flashers will be effective
at this location.
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Add a Crosswalk back at 5 Street: A marked, uncontrolled crosswalk at this
location had been previously removed. The pedestrian volumes are low and the
location does not warrant re-introducing an enhanced crosswalk. Instead, the
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east-west access is being improved on both sides of 5 Street to facilitate school
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children crossing at 6 Street, 4 Street and 3 Street, all of which are all being
enhanced.
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Add a curb extension at 6 Street: The Crosswalk Study has limited the use of
curb extensions to uncontrolled locations. Since this is a signalized intersection
it was determined that a curb extension is not necessary.
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Address Visibility Issue between Beverly and Highland: These intersections are
at the top of a hill and visibility upon the approach is limited. The pedestrian
volumes across Ocean Park Boulevard were low in this area. It was determined
that short of a signal, which is not justified at this location, the best approach is
to leave the locations unmarked. Pedestrians can cross each half of the street,
cautiously utilizing the existing painted median island.
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Re-stripe Ocean Park Boulevard east of Lincoln from four lanes: Some members
of the community expressed a desire to re-stripe Ocean Park Boulevard from
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east of Lincoln Boulevard to 16 Street to reduce the two travel lanes in each
direction to: one travel lane in each direction, a left turn lane and a bike lane. It
was suggested that this would calm traffic and make it easier for a pedestrian to
cross. This suggestion was not addressed in the Crosswalk study because the
decision concerning the lane configuration on Ocean Park Boulevard was part of
a larger Sunset Park Traffic Plan adopted by Council in 1996. If the cross-
section of Ocean Park Boulevard is going to be reconsidered, it will need to be
revisited within this larger context and the suggestion was considered to be
outside the scope of the Crosswalk Study.
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Address Visibility Issue between 11 Street and Euclid: These locations are
similar to Beverly and Highland, where the intersections are at the top of a hill
and visibility upon the approach is limited. The pedestrian volumes across
Ocean Park Boulevard were low. It was determined that short of a signal, which
is not needed at this location, the best approach is to leave the locations
unmarked so that pedestrians will cross with caution.
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Remove Marked Crosswalk at 29 Street: It was suggested that this crosswalk
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won't be needed after adding the 30 Street crosswalk. Based on the current
high volume use at both locations, it is recommended that the marked crosswalk
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at 29 Street should be retained.
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Add a Marked Crosswalk at 33 Street: A suggestion was made to add a
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marked crosswalk to the NW corner of 33 Street to facilitate those crossing
from the industrial park to the mailbox and bank on that corner. Additionally,
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there is no marked crosswalk for the three blocks between 31 Street and
Centinela Avenue. This location was reassessed, but the pedestrian traffic
drops off significantly at this eastern end of the industrial park. The topography
of the street at this location, where westbound traffic is proceeding up a curved
hill, creates the need a supplemental warning device east of this location.
Because the pedestrian volumes are not high at this location and there is
currently a median island, it was recommended to leave the location unmarked
so that pedestrians would cross each half of the street with caution, stopping at
the exiting raised median island to wait for a gap in traffic.
NEXT STEPS
Once the Phase II recommendations are approved the conceptual design plans will be
developed into construction drawings and specifications. A recommendation for
Project/Construction Manager will be brought to Council for approval within the next two
months to keep the process moving and provide continuity throughout the design and
construction phases. The Project/Construction Manager will assist with the
procurement of the Engineering Design Firm. This procurement will take approximately
3 months, including Council approval. The development of construction drawings will
take approximately 5-6 months in order to provide a responsive review process for the
concerned departments. It will take at least 3 months to procure the construction firm,
take the recommendation to Council and negotiate the contract. Finally, the
improvements will be constructed within about 6-month time frame. Based on this
schedule, it is anticipated that the Phase II improvements will be completed by Spring
2002. Although the Community continues to express a desire to implement the
improvements as soon as possible, all the above steps are required and necessary to
develop a quality product, given the City's current staffing level and public bidding
requirements.
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BUDGET/FINANCIAL IMPACT
Staff is seeking conceptual approval at this time and will return to Council for the award of
design and construction contracts. The estimated cost and budgeted funds are
summarized in the table below. Based on conceptual design and 25% contingency,
construction of Crosswalk Enhancements is estimated to cost approximately $2.3 million;
construction of the East Broadway Traffic Improvements is estimated to cost approximately
$1.1 million; and the total design and project/construction management costs are estimated
at $750,000.
Purpose Estimated Funding Source
Cost
Construction Drawings & C01045601.589000 ($500,000)
Specifications/ $750,000 C01045600.589000
Project Management / ($250,000)
Construction Management
Crosswalk Enhancement Construction $2,300,000 C01045601.589000 - FY 01-02
($1,835,000)
C01021400.589000
($165,000)
C01045602.589000
($300,000)
East Broadway Traffic Improvements $1,125,000 C01027098.589000
($705,000)
Need to appropriate from
Special Office District
Deferred Revenue Accounts:
1.215028 ($210,000)
1.215025 ($210,000)
Total $4,175,000
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RECOMMENDATION
Staff recommends that the City Council authorize staff to proceed with the preparation of
construction drawings and specifications for the recommended crosswalk enhancements
for Wilshire Boulevard, Santa Monica Boulevard, Broadway and Ocean Park Boulevard.
Prepared by: Suzanne Frick, Director of PCD
Ellen Gelbard, Deputy Director of PCD
Lucy Dyke, Transportation Manager
Ron Fuchiwaki, Traffic Operations Manager
Attachment A: Summary Table of Phase II Recommended Crosswalk Enhancements
Attachment B-1: Map of Recommended Wilshire Boulevard Crosswalk Enhancements
and Typical Pedestrian Refuge Island
Attachment B-2: Map of Recommended Santa Monica Boulevard Crosswalk
Enhancements
Attachment B-3: Map of Recommended Broadway Crosswalk Enhancements
Attachment B-4: Map of Recommended Ocean Park Boulevard Crosswalk
Enhancements
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