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HomeMy WebLinkAbout13 - Balboa Peninsula Pedestrian Crossing StudyTO: FROM: CITY OF NEWPORT BEACH City Council Staff Report October 24, 2017 Agenda Item No. 13 HONORABLE MAYOR AND MEMBERS OF THE CITY COUNCIL David A. Webb, Public Works Director — 949-644-3311 PREPARED BY: Antony Brine, City Traffic Engineer tbrine@newportbeachca.gov PHONE: 949-644-3329 TITLE: Balboa Peninsula Pedestrian Crossing Study ABSTRACT: The Balboa Peninsula Pedestrian Crossing Study includes a comprehensive and independent review of thirty-eight (38) uncontrolled crosswalks along the Balboa Peninsula. The findings of the study suggest that motorists, bicyclists, and pedestrians in the constrained Peninsula environment generally interact in a safe and efficient manner. This contention is supported by the relatively few reported collisions that have occurred over the last five years considering the high vehicular volumes and large number of pedestrians and bicyclists. The recommendations within the study include area -wide improvements such as striping and signing installation that can be completed relatively soon. Other improvements, such as sidewalk extensions (bulb outs) and a flashing beacon to enhance current bicycle and pedestrian safety, will be designed and constructed as a second phase project. RECOMMENDATION: a) Determine that the action is exempt from the California Environmental Quality Act (CEQA) pursuant to Sections 15060(c)(2) and 15060(c)(3) of the CEQA Guidelines because it will not result in a physical change to the environment, directly or indirectly; b) Receive and file the study; and c) Direct staff to prepare plans and specifications for the implementation of signing and striping improvements at uncontrolled crosswalks on the Balboa Peninsula, per the recommendations outlined in the Study. In addition, include funding in the FY 18/19 Capital Improvement Budget for sidewalk bulb -out installations and a flashing beacon installation. 13-1 Balboa Peninsula Pedestrian Crossing Study October 24, 2017 Page 2 FUNDING REQUIREMENTS: The current adopted Capital Improvement Budget includes sufficient funding for construction of the near-term improvements, which includes crosswalk striping and signing improvements. These will be expensed to Account 01201927-980000-18T03 (Traffic Signage, Striping and Markings). The future phase project will require additional funding and possibly a budget amendment at the time of construction award. DISCUSSION: In fall 2016, the City Council approved a Professional Services Agreement with Albert Grover and Associates for the preparation of the Balboa Peninsula Pedestrian Crossings Study. In the study, thirty-eight (38) uncontrolled crosswalks were evaluated. The locations of the studied crosswalks are shown on Attachment A. The study accounted for the unique traffic control challenges of the Peninsula related to its almost four -mile length, limited right-of-way, population density, watercraft facilities, numerous businesses, beaches, parks, school, on -street parking, and high volume traffic patterns in the summer. When reviewing all of the crosswalk locations, it was important to distinguish the pedestrian and bicycle activity around specific locations including Marina Park, Newport Elementary School, the Balboa and Newport Piers, Balboa Village, Balboa Library and Fire Station, 38th Street Park, and the popular beach access points along Balboa Boulevard. In general, the consultant found that the existing signing and striping for the crosswalks are visible and in good condition. Data Collection: Pedestrian and bicycle crossing data were collected in both August 2016 and January 2017 using temporary video cameras. A comparison of the counts confirms the large seasonal variation in resident and visitor/tourist activity. Summer pedestrian volumes are more than three times the winter pedestrian volumes. The video cameras also recorded crossing activity, which allowed the Engineers to view motorist behavior and safety concerns expressed by the community directly rather than relying on eyewitness accounts during limited time periods. The video was used to determine the number of motorists that "did not yield" to pedestrians and bicyclists legally within the crosswalk. This is an important consideration when determining what type of traffic control could be appropriate at a particular crosswalk location. The study also included a 5 -year review of the collision history at all crosswalks to determine collision frequency and patterns of collisions. There were relatively few collisions involving pedestrians and bicyclists over the 5 -year period. The calculated accident rate is low when accounting for the high average daily traffic volumes on the Peninsula (particularly during the summer) and the total number of the collisions. No intersection had more than one pedestrian accident over the last 5 years. In general, the observations show no readily apparent safety concerns at Peninsula crosswalks. On average, motorists yield to pedestrians and bicyclists at crosswalks over ninety (90) percent of the time. 13-2 Balboa Peninsula Pedestrian Crossing Study October 24, 2017 Page 3 Traffic Control Measures: In the Study, the Engineers considered a comprehensive "toolbox" of ideas and strategies for potential improvements including, but not limited to: sidewalk extensions (bulb -outs), flashing beacons, in -pavement lighted crosswalks, improved lighting, international style crosswalk markings, high visibility signage, and parking removal to improve sight distance. The challenge is to balance the needs of the community taking into account the measured pedestrian and bicycle activity, collision history, physical environment and the potential impacts to movement of traffic on the Peninsula during peak congestion periods, to "right -match" the recommended traffic improvements at each location. It is important that traffic controls are relevant, visible, and consistent. Some improvements can actually lead to motorists simply "tuning out" the traffic controls, or worse, being distracted by them and not focusing on pedestrians and bicyclists. Simple yet practical traffic controls can actually enhance traffic safety by organizing the street environment so pedestrians can clearly be seen by approaching motorists. In consideration of the street environment within the study area, the widespread implementation of traffic controls such as flashing beacons or in -pavement flashing crosswalks are not recommended. Such devices can significantly interrupt and stop traffic flow on the Peninsula as the flashing lights are activated, and re -activated, by pedestrians and bicyclists crossing the street. This continual re -activation may not provide sufficient gaps for traffic to progress, thus creating bottlenecks and significant traffic congestion getting on to and off the Peninsula. This is particularly damaging during the summer months. In 2009, the City installed in -pavement flashing lights on Newport Boulevard at 23rd Street. Because of the high volume of pedestrians and the constant flashing, traffic flow was negatively impacted through the McFadden area and further down the Peninsula. To accommodate the high pedestrian activity at this unique location, it was replaced by a full pedestrian signal. Recommended improvements focus on implementing common sense traffic control measures which, when coupled with pedestrians' and cyclists' duty of care, will improve safety and efficiency on the Peninsula. The improvements should be separated into phased implementation. Phase 1 (Improvements that can be completed in the near-term): General improvements would include a re -striping of all crosswalks with a "Continental Ladder" style of marking. Existing yellow pedestrian warning signs will be upgraded to a higher grade of reflectivity and new pedestrian warning signs will be added at most crosswalk locations. Additionally, "Ped Xing" legends will be marked on the road in advance of the crosswalks. A preliminary cost estimate for Phase 1 work is $ 110,000. The recommended Phase 1 improvements are shown on Attachment B. 13-3 Balboa Peninsula Pedestrian Crossing Study October 24, 2017 Page 4 Phase 2 (Improvements that require further engineering design): Additional specific improvements are proposed at higher volume pedestrian and bicycle crossing locations. Sidewalk Bulb -Outs are recommended to narrow the physical crossing distance for pedestrians. The addition of red curb adjacent to the bulb -outs, greatly improves visibility for the pedestrian and bicyclist. The following improvements are recommended as Phase 2: 1) Southbound Newport Boulevard @ 28th Street — added striped crosswalks on all legs of the intersection, sidewalk bulb -outs, red curb, and new warning signs. 2) Southbound Newport Boulevard @ 26th Street - sidewalk bulb -outs, red curb, and new warning signs. 3) Balboa Boulevard @ 26th Street - sidewalk bulb -out, red curb and new warning signs. 4) Balboa @ 13th and Balboa @ 14th adjacent to the Newport Elementary School - additional signs, added school markings on the roadway, Yield "shark teeth" markings, and new Flashing Beacons. 5) Balboa Boulevard @ 38th Street - Flashing STOP signs in both directions. (These signs have already been installed). 6) Balboa Boulevard @ 28th Street - Based on the relatively high number of motorist right-of-way violations, a Rectangular Rapid Flashing Beacon (RRFB) is recommended, together with sidewalk bulb -outs and an added striped crosswalk. Cost estimates for Phase 2 improvements will be developed during design. Funding for Phase 2 improvements will be necessary and will require a budget amendment or be included in the FY 18/19 Capital Improvement Program. To date, the City has completed many infrastructure and enhanced safety improvements on the Peninsula over the last ten years including enhanced signing and striping, boardwalk improvements, new LED street lighting, a pedestrian signal at Newport Boulevard and 23rd Street, and the widening of Newport Boulevard to provide new bike lanes and raised medians. Staff has also been responsive to community requests by conducting safety investigations and regularly reviewing traffic controls and crosswalk conditions, particularly around Newport Elementary School. This Pedestrian Crossing Study continues to build on the City's public safety efforts by comprehensively reviewing conditions on the Balboa Peninsula and outlining recommendations designed to further enhance bicycle and pedestrian safety. 13-4 Balboa Peninsula Pedestrian Crossing Study October 24, 2017 Page 5 ENVIRONMENTAL REVIEW: Staff recommends the City Council find this action is not subject to the California Environmental Quality Act (CEQA) pursuant to Sections 15060(c)(2) (the activity will not result in a direct or reasonably foreseeable indirect physical change in the environment) and 15060(c)(3) (the activity is not a project as defined in Section 15378) of the CEQA Guidelines, California Code of Regulations, Title 14, Chapter 3, because it has no potential for resulting in physical change to the environment, directly or indirectly. NOTICING: The agenda item has been noticed according to the Brown Act (72 hours in advance of the meeting at which the City Council considers the item). ATTACHMENTS: Attachment A — Location Map Attachment B — Balboa Peninsula Pedestrian Crossing Study 13-5 CROSSING LOCATIONS 1. SB Newport Blvd at 28th St 2. Newport Blvd at 28th St 3. Balboa Blvd at 44th Si 4� Balboa Blvd at 42nd St 5. Balboa Blvd at 44th St B. Balboa Blvd at 38th St 7. Balboa Blvd at 35th Bt 8. Balboa Blvd at 34th St 9. Balboa Blvd at 31st St 10. Balboa Blvd at 30th St t1. Balboa Blvd at 28th St 20�- -, 22 1 24 fi 1 28 302 32 2 2 2 3 12. Balboa Blvd at 26th St 13. Balboa Blvd at 22nd St (SB Pier Lot Entrance) 14� Balboa Blvd at 20th St 15. Balboa Blvd at 19th St 16. Balboa Blvd at 18th St 17. Balboa. Blvd at 17th St 18. Balboa. Blvd at 16th St 19. Balboa Blvd at 14th St (School Xing) 20. Balboa Blvd at 13th St (School Xing) 21. Balboa Blvd at 12th St 22. Balboa Blvd at tlth St Attachment A 0 STUDY INTERSECTIONS 0 ICEY STUDY INTERSECTIONS IN-DEPTH STUDY INTERSECTIONS 0 SIGNALIZED INTERSECTIONS JWO F. � - .. -max .. ., •,�^ r 23. Balboa Blvd at 10th St 24. Balboa Blvd at 9th St 25. Balboa Blvd at 8th St 28. Balboa Blvd at 7th St 27. Balboa Blvd at 6th St 28. Balboa. Blvd at Island Ave 29. Balboa. Blvd at Medina Wy 30. Balboa Blvd at Coronado St 31. Balboa Blvd at N/0 Cypress St 32. Balboa Blvd at Adams St 33. Balboa Blvd at Washington St 34 5 $ 34, Balboa Blvd at E St 35. Balboa Blvd at G St/Miramar Dr 36. Balboa Blvd at I St 37. Balboa. Blvd at N/0 Serrano Ave 38. Balboa Blvd at 23rd St 39. Newport Blvd at 23rd St 40. NB Newport Blvd at 28th St 41. Balboa Blvd at 38th St 13-6 PEDESTRIAN CROSSING STUDY OF BALBOA PENINSULA in the C�- JPL 4 r ■ow — August 2017 PREPARED BY ALBERT CAROVER & " WSOCIATES 13-7 r rrc�x4�. August 2017 PREPARED BY ALBERT CAROVER & " WSOCIATES 13-7 INTRODUCTION The City of Newport Beach retained Albert Grover & Associates (AGA) to provide professional traffic engineering services for the Balboa Peninsula Pedestrian Crossing Study project. AGA was retained specifically to assist the City in analyzing the various controlled and uncontrolled crosswalk locations on the Balboa Peninsula and to recommend a comprehensive approach to improve pedestrian safety and walkability. The City's goals for this project were to determine if existing pedestrian crossings were adequate and to determine if modifications to crossings and traffic controls were needed to enhance pedestrian safety while minimizing impacts to adjacent residents and businesses, bicyclists, and traffic flow. At the same time, the City is keenly aware of the scenic nature of Balboa, the significant number of visitors and tourists drawn to the area, the numerous public facilities and recreation areas, and high density development. These important environmental and social factors were taken into consideration when developing crosswalk and traffic control modifications where right-of-way and parking is at a premium. This study focused on implementing common sense traffic control measures to improve safety and efficiency by balancing typical traffic control "guidelines" found in books and standards with the constrained street environment found in beachfront communities. The general study area is illustrated on Figure 1 — Vicinity Map on the following page. PROJECT SETTING The City of Newport Beach is a seaside City with a total area of 53 square miles consisting of 23.8 square miles of land and 29.2 square miles of water. The City is comprised of a number of communities including Newport Harbor, Corona del Mar, Balboa Island, Balboa Peninsula, Lido Peninsula, Newport Coast, San Joaquin Hills, Santa Ana Heights, and West Newport. The City is bordered on the west by Huntington Beach and the Santa Ana River; on the north by Costa Mesa, John Wayne Airport, Irvine, and University of California Irvine; and on the east by Crystal Cove State Park. According to the U.S. Census Bureau, the permanent population of the City was 85,287 during the 2010 census and is currently estimated at 87,500. Those population numbers dramatically increase during the summer months with an influx of part time residents, visitors, and tourists to this very popular beach community. Of all the communities that are a part of the City, Balboa Peninsula (commonly called Balboa) is arguably the most popular tourist destination. It is comprised of high density housing, retail businesses, numerous restaurants, and has direct access to the beach and harbor. The area experiences large seasonal fluctuations of visitors which create a high demand on the roadway facilities, parking, and pedestrian/bicycle facilities. As a peninsula, Balboa is surrounded by water on three sides with only limited roadway access via Newport Boulevard and Balboa Boulevard. Both boulevards are often congested with vehicles, bicyclists, and pedestrians during the summer months and on weekends and holidays throughout the year. The Balboa Peninsula is a popular place for both residents and visitors with the primary attractions being concentrated around the Newport Pier and the Balboa Pier. The Newport Pier area (approximately 19th Street to 26th Street) provides access to the beach, a variety of shops, restaurants, and has several large parking areas. The Balboa Pier (approximately located between Adams Street and Main Street) area is popular for beach access, retail shops, restaurants, a children's activity area, and water sport rentals. This area is also home to a number of public boating activities including deep sea fishing, whale watching, and passenger ferries to Catalina Island or to cross the harbor to Balboa Island. ALBERT •BERT DROVER & A SOCIATES 13-8 JOHN WARTNE Figure 1: Vicinity Map 13-9 PROJECT STUDY AREA The project study area is essentially comprised of both Newport Boulevard and Balboa Boulevard as they traverse the Balboa Peninsula. The study area is depicted in Figure 2 — Study Area on the following page. Vehicle circulation in the study area is controlled by traffic signals, stop signs, and pairings of one-way streets. Parking on the Balboa Peninsula is provided by a combination of on -street parking (both free and metered depending on the location) and paid parking lots operated by both public and private entities. Considering the high parking demand and close proximity of housing and businesses to the beach areas, the Balboa Peninsula also experiences high pedestrian activities, especially during weekends, holidays and summer months. To accommodate this brisk pedestrian activity, there are a total of forty-nine marked crosswalks on the entire peninsula at a combination of controlled and uncontrolled intersections between the two streets of Newport Boulevard and Balboa Boulevard. PROJECT STUDY FOCUS Within the project study area there are forty-one intersections containing both controlled and uncontrolled crosswalks. All forty-one intersections along with their accompanying traffic controls are identified in Table 1— Crosswalk Type and Location. The study effort focused on reviewing traffic controls, pedestrian and bicycle activity, and collision records for the thirty-eight unsignalized intersections with crosswalks across Balboa Boulevard or Newport Boulevard within the study area. During the summer months, engineering field observations and pedestrian crossing data was gathered for the thirty-eight study intersections. In consultation with City staff it was decided to select eighteen, or approximately half of the total study intersections, for further study through the gathering of follow-up pedestrian and bicycle crossing data in the winter. Those eighteen key study intersections were generally selected based on a number of factors including location, surrounding land use, collision history and activity levels. Of the eighteen key intersections half were chosen, generally based on high activity levels, to document motorist right-of-way violations of pedestrian crossings. ALBERT •BERT DROVER & A SOCIATES 13-10 v�$ 45_0. 5 41 � 8 w 1 2 1 39 �5 17 1 8 1 1 CROSSING LOCATIONS 1. SB Newport Blvd at 28th St 2. Newport Blvd at 26th a 3. Balboa Blvd at 44th St 4, Balboa Blvd at 42nd St 5. Balboa Blvd at 40th St 6. Balboa Blvd at 36th St 7. Balboa Blvd at 35th Bt 8. Balboa Blvd at 34th St 9. Balboa. Blvd at 31st St 10. Balboa Blvd at 30th St tl. Balboa Blvd at 28th S1 20 d22 24 d 1 F 2J [9 828 �° d 2 32 2 9 of 2 2 3 12. Balboa Blvd at 26th St 13. Balboa Blvd at 22nd St (SB Pier Loi Entrance) 14, Balboa Blvd at 20th St 15. Balboa Blvd at 19th St 16. Balboa Blvd at 113th St 17. Balboa Blvd at 17th S1 18. Balboa Blvd at 16th St 19. Balboa Blvd at 14th S1 (School Xing) 20. Balboa Blvd at 13th St (School Xing) 21. Balboa Blvd at 121h S1 22. Balboa Blvd at tlth St 23. Balboa Blvd at 10th St 24. Balboa Blvd at 9th St 25. Balboa Blvd at 8th St 26. Balboa Blvd at 7th St 27. Balboa Blvd at 6th St 28. Balboa Blvd at Island Ave 29. Balboa Blvd at Medina Wy 30. Balboa Blvd at Coronado St 31. Balboa Blvd at N/O Cypress St 32. Balboa Blvd at Adams Sl 33. Balboa Blvd at Washington St Figure 2: Study Area O STUDY INTERSECTIONS O KEY STUDY INTERSECTIONS 0 IN-DEPTH STUDY INTERSECTIONS 0 SIGNALIZED INTERSECTIONS 3� 37 34, Balboa Blvd a1 E St 35. Balboa Blvd a1 G St/Miramar Dr 36. Balboa Blvd a1 I a 37. Balboa Blvd a1 N/O Serrano Ave 38. Balboa Blvd a1 23rd St 39. Newport Blvd at 23rd St 40. NB Newport Blvd at 28th St 41. Balboa Blvd a1 38th St 13-11 Table 1 Crosswalk Type and Location Location Type of Type of Cross Street Street Cross Street Legs Type of Control Notes Number Crosswalk Intersection Direction 1 SB Newport Boulevard 28th Street marked N, E 2 -way STOP EB/WB cross 2 -way 2 Newport Boulevard 26th Street marked N, W 2 -way STOP EB/WB cross 2 -way 3 Balboa Boulevard 44th Street marked S 1 -way STOP EB cross 1 -way EB 4 Balboa Boulevard 42nd Street marked S 1 -way STOP EB cross 1 -way EB 5 Balboa Boulevard 40th Street marked S 1 -way STOP EB cross 1 -way EB 6 Balboa Boulevard 36th Street marked N 1 -way STOP WB cross 1 -way WB 7 Balboa Boulevard 35th Street marked S 1 -way STOP EB cross 1 -way EB 8 Balboa Boulevard 34th Street marked N 1 -way STOP WB cross 1 -way WB 9 Balboa Boulevard 31stStreet marked S 1 -way STOP EB T 2 -way 10 Balboa Boulevard 30th Street marked S, E 2 -way STOP EB/WB cross 2 -way 11 Balboa Boulevard 28th Street marked N 2 -way STOP EB/WB cross 2 -way 12 Balboa Boulevard 26th Street marked S 2 -way STOP EB/WB cross 2 -way 13 Balboa Boulevard 22nd Street marked S, W T 1 -way WB Pier lot entrance 14 Balboa Boulevard 20th Street marked S 2 -way STOP EB/WB cross 2 -way 15 Balboa Boulevard 19th Street marked N 1 -way STOP WB cross 1 -way WB 16 Balboa Boulevard 18th Street marked N, E 2 -way STOP EB/WB cross 2 -way 17 Balboa Boulevard 17th Street marked N 1 -way STOP EB T 2 -way 18 Balboa Boulevard 16th Street marked N, S, E 2 -way STOP EBNB cross 2 -way Marina Park entrance 19 Balboa Boulevard 14th Street marked S 2 -way STOP EB/WB cross 1 way e/o Balboa 2 -way w/o Balboa school crossing yellow beacon 20 Balboa Boulevard 13th Street marked S 1 -way STOP EB cross 1 -way e/o Balboa 2 -way w/o Balboa school crossing 21 Balboa Boulevard 12th Street marked S 2 -way STOP EB/WB cross 1 -way e/o Balboa 2 -way w/o Balboa 22 Balboa Boulevard 11th Street marked S 1 -way STOP EB cross 1 -way e/o Balboa 2 -way w/o Balboa 23 Balboa Boulevard 10th Street marked S 2 -way STOP EB/WB cross 1 -way e/o Balboa 2 -way w/o Balboa 24 Balboa Boulevard 9th Street marked S 1 -way STOP EB cross 1 -way e/o Balboa 2 -way w/o Balboa 25 Balboa Boulevard 8th Street marked S 2 -way STOP EB/WB cross 2 -way near Yacht Club 13-12 �az or�y Table 1 > Crosswalk Type and Location (continued) Location Street Cross Street Type of Legs Type of Control Type of Number Crosswalk I ntersection Cross Street Notes Direction 13-13 1 -way e/o Balboa 26 Balboa Boulevard 7th Street marked S 1 -way STOP EB cross 2 -way w/o Balboa 27 Balboa Boulevard 6th Street marked S 2 -way STOP EB/WB cross 1 way e/o Balboa 2 -way w/o Balboa 28 Balboa Boulevard Island Avenue marked s/o east leg 2 -way STOP EBMB offset 2 -way library, fire station 1 -way e/o Balboa 29 Balboa Boulevard Medina Way marked S 2 -way STOP EB/WB cross 2 -way w/o Balboa 1 -way e/o Balboa 30 Balboa Boulevard Coronado Street marked S 1 -way STOP EB cross 2 -way w/o Balboa 31 Balboa Boulevard alley w/o Cypress marked S none cross 2 -way 1 -way east side 32 Balboa Boulevard Adams Street marked S none cross 1 -way WB 33 Balboa Boulevard Washington Street marked N, S, E, W 1 -way STOP EB cross 1 -way EB 34 Balboa Boulevard E Street marked N 2 -way STOP EBM/B cross 2 -way G Street Miramar Drive, No G St 2 -way STOP EB 2 -way G St, Ocean 35 Balboa Boulevard Ocean marked Miramar Ocean/WB G St offset 1 -way Miramar Dr 36 Balboa Boulevard I Street marked S 2 -way STOP EBM/B offset 2 -way 37 Balboa Boulevard n/o Serrano Avenue marked ped xing beach pier entrance 38 Balboa Boulevard 23rd Street marked S, E, W signal T 1 -way WB uncontrolled 39 Newport Boulevard 23rd Street marked N signal ped xing 40 NB Newport Boulevard 28th Street marked N, S, E, W signal cross 2 -way 2 -way e/o Balboa 41 Balboa Boulevard 38th Street marked S 4 -way STOP cross 1 -way w/o Balboa red beacon NB/SB 13-13 OBJECTIVES AND SCOPE Pedestrian studies can vary based on a variety of factors including location, roadway configuration, traffic controls, traffic patterns, pedestrian and bicycle activity, surrounding land use, and seasonal variations in visitors and tourism. Furthermore, each crossing point is unique; therefore, detailed field reviews of each location and traffic operations at various times of the day is necessary. One cannot approach a comprehensive pedestrian safety review on the Balboa Peninsula as merely a routine engineering task of gathering data, completing standardized forms, and comparing the location to engineering standards. In order to review locations in a cost effective, efficient, and context sensitive manner, it takes a unique hands-on approach by recognized experts that are not only technically proficient, but well versed in constrained beachfront community traffic control and human behavior. This project has unique challenges that require the intelligent application of traffic control strategies and measures to enhance walkability without negatively impacting access, traffic flow, parking and aesthetics. The Balboa Peninsula poses unique traffic management challenges related to its almost four mile length, limited right-of-way, population density, watercraft facilities, businesses, schools, parks, and its many tourist attractions. In consideration of its regional role as a destination for so many residents, visitors, and tourists it is important to consider all roadway users, residents, businesses, and visitors when reviewing and proposing potential traffic control changes and enhancements at crosswalks and other crossing locations. The scope of work for the project was essentially divided into three major elements of work or tasks which are outlined below. Task 1: Data Collection The first element of work was to conduct summertime detailed field reviews and to collect relevant data on pedestrian crossings. The field review consisted of evaluating traffic controls at crosswalks consisting of, but not limited to, striping, marking, signing, lighting, visibility and compliance with current traffic engineering standards. Engineers reviewing traffic controls and traffic operations carefully considered the needs of all roadway users, residents, businesses, and visitors. To aid in the gathering of pedestrian data, temporary video cameras were installed at intersections to record pedestrian crossing activity. Task 2: Collision Analysis The second element of work included a 5 -year review of the collision history analysis to determine collision frequency and patterns of collisions that could be correctable through improved traffic controls or other operational strategies. Task 3: Engineering Evaluations The third element of work was to conduct in-depth crosswalk evaluations at key intersections to determine if traffic control changes could be made at those locations to enhance pedestrian and bicycle safety. Engineers considered a comprehensive "traffic control toolbox" of ideas and strategies for potential improvements that included, but were not limited to, bulb -outs, flashing beacons, in -pavement lighted crosswalks, improved lighting, international style crosswalk markings, high visibility signage, stop signs, traffic signals, and parking removal to improve sight distance. Ultimately, the findings and recommendations from the study effort have been combined with the data collected and analysis conducted into this study report. ALBERT •BERT DROVER & A SOCIATES 13-14 METHODOLOGY In order to provide a complete picture of crossing activity on the Balboa Peninsula, intersections with controlled and uncontrolled crossings were reviewed during the summer season to reflect peak pedestrian and bicycle activity. However, since we also wanted to compare seasonal variations in pedestrian and bicycle activity, it was determined that counting pedestrian and bicyclist activity on the same mid -week day in both the summer and winter, when school is in session, would provide the most appropriate comparison. Summer season pedestrian and bicycle crossing counts were collected on Thursday, August 11, 2016, using temporary video cameras installed at each of the thirty-eight study intersections. The gathering of video documentation provides AGA engineers with a superior understanding of pedestrian and motorist behavior more than can be ascertained from numerical data alone. The video allows engineers to witness motorist behavior and safety concerns expressed by the community directly rather than relying on eye witness accounts during limited time periods. The video also permits the quantitative analysis of the number of crossings overtime by location. An understanding of the potential factors contributing to pedestrian traffic collisions at crossings is the only way to fully understand the nature of the collisions, which in turn ultimately leads to actual safety solutions. This study reviewed approximately five years (January 1, 2012 — November 29, 2016) of collision history. A comprehensive review of traffic collision reports involving pedestrians and bicyclists was completed. Based on the data gathered from the initial counts, a review of the accident history, and consultation with City staff, eighteen key intersections representing the most utilized locations with higher collision history crossings were selected for further study. A second set of video data was then collected at those eighteen key intersections during the winter season while schools were in session. This second round of video data was collected on Thursday, January 26, 2017. A series of field reviews by AGA engineers were completed during the summer and fall seasons, on weekdays and weekends, and various times of day in order to get a "feel" for the environment and street activity levels. A nighttime review of the existing street and safety lighting was also conducted. After our initial nighttime street light review (Summer 2016), the City upgraded all luminaires from high pressure sodium (HPS) to light emitting diodes (LED) fixtures. This lighting upgrade dramatically improved visibility of the roadway and the crosswalk areas for motorists, bicyclists, and pedestrians. Traffic control inventories were conducted for each of the thirty-eight intersections to document the crossings, signage, markings, and red zones. Careful attention was afforded to the Newport Elementary School area and school crosswalks during the non -summer period, since this is when school is in session. A literature review was also completed, which was comprised of the City's 1989 Traffic Analysis Report prepared by Austin -Foust Associates, NCHRP Report 562 "Improving Pedestrian Safety at Unsignalized Crossings", ITE's "Unsignalized Intersection Improvement Guide (UIIG), the 2015 County of Los Angeles Department of Public Works Marked Crosswalk Evaluation, and other related publications. ALBERT •BERT DROVER & A SOCIATES 13-15 ANALYSIS Field Review In August of 2016, an engineering field review was conducted at all thirty-eight study intersections with both controlled and uncontrolled crosswalks. That review included inventorying traffic controls and lighting, reviewing signing and striping, reviewing the location of crosswalks and their visibility, observing traffic and pedestrian activity, and determining substantial compliance with current traffic engineering standards per the 2014 California Manual of Traffic Control Devices. A review was conducted of characteristics that could be a factor in determining the most appropriate traffic controls based on traffic and physical characteristics at each location. Such characteristics included, but were not limited to, proximity to schools, presence of bus stops, location of residential and business driveways, on -street parking activities/restrictions, driver behavior and adequacy of travel and turning lanes, traffic congestion, pedestrian routes/patterns, ADA access, and the percentage and type of larger vehicles traversing the area. The engineering field review revealed that the study intersections are generally closely spaced, pedestrian sidewalks are narrow, there are multiple alleys and private driveways, and on -street parking is in significant demand. In such an active and constrained street environment, traffic control options can be limited. In order to obtain reasonable and calmed motorist behavior, it is important that traffic controls are relevant, visible, and consistent. Some improvements can actually lead to motorists simply "tuning out" the traffic controls, or worse, being distracted by them and not focusing on pedestrians and bicyclists. In such cases, simple yet practical traffic controls can actually enhance traffic safety through the decluttering of the street environment so that pedestrians and bicyclists in the right-of-way can be clearly seen by approaching motorists and safe decisions can be made. This study will focus on assessing the traffic flow, pedestrian and bicycle activity, physical environment, and collision data to "right -match" the recommended traffic controls at each intersection to provide a balanced approach to pedestrian and bicycle safety. Data Collection — Summer Bicycle and pedestrian data was collected at each of the thirty-eight study intersections to determine the total number of pedestrians and bicyclists utilizing the marked crosswalks. Data collection sheets are included in Appendix A. The data gathering effort was completed for a 24-hour period on Thursday, August 11, 2016 using temporarily installed video cameras. The secondary purpose of the video observations at each location was to be able to determine the number of drivers that "did not yield" to pedestrians or bicyclists legally within the crosswalk. In collaboration with City staff, the total hours of data to be post processed and tabulated per location was finalized. Based on the analysis of the video, field observations, and consultation with City staff a list of eighteen key intersections were determined for further in-depth follow-up study in the winter. The selection of those eighteen intersections was generally based on the volume of pedestrian and bicycle activity combined with field observations and collision history. As shown on the following page, Table 2 — Key Study Intersections lists the intersections that were chosen for further in-depth follow-up study. ALBERT •BERT DROVER & A SOCIATES 13-16 Table 2 Key Study Intersections • Southbound Newport Boulevard at 28th Street • Balboa Boulevard at 16th Street • Newport Boulevard at 26th Street • Balboa Boulevard at 31St Street • Balboa Boulevard at 30th Street • Balboa Boulevard at 28th Street • Balboa Boulevard at 26th Street • Balboa Boulevard at 22nd Street • Balboa Boulevard at 20th Street • Balboa Boulevard at 18th Street Data Collection — Winter • Balboa Boulevard at 14th Street • Balboa Boulevard at 13th Street • Balboa Boulevard at 8th Street • Balboa Boulevard at Island Avenue • Balboa Boulevard at Coronado Street • Balboa Boulevard at Washington Street • Balboa Boulevard at E Street • Balboa Boulevard at 38th Street Bicycle and pedestrian data was collected at the eighteen key study intersections to determine the total number of pedestrians and bicyclists utilizing the marked crosswalks. Data collection sheets are included in Appendix B. The data gathering effort was completed for a 24-hour period on Thursday, January 26, 2017 using temporarily installed video cameras. The secondary purpose of the video observations at these locations was to be able to determine the number of drivers that "did not yield" to pedestrians or bicyclists legally within the crosswalk. Summer & Winter Data Comparisons Bicycle and pedestrian data collected at the eighteen key study intersections in both the summer and winter is summarized in Table 3 — Seasonal Comparison on page 11. The bicycle and pedestrian volumes are the sums of all bicycles and pedestrians observed on all legs of the intersection, regardless of whether a crosswalk was marked or not. This table shows that over three times more pedestrians and nearly three times more bikes utilized the location in the summer versus in the winter on the same day of the week and the same 16 -hour time period. Motorist Violations A review of all reported right-of-way violations was conducted at nine locations in terms of vehicles that did not yield right-of-way to pedestrians to determine the frequency and patterns of potential pedestrian and bicycle involved crashes. The selection of those nine locations was generally based on the volume of pedestrian and bicycle activity combined with field observations and collision history. The number of drivers that "did not yield" to pedestrians or bicyclists legally within the crosswalk was collected for the summer and winter time periods. Table 4 — Summary of Motorist Right -of -Way Violations - Summer summarizes the summer results, and Table 5 — Summary of Motorist Right -of -Way Violations - Winter summarizes the winter results (see page 12). Violations by vehicles varied from intersection to intersection with the highest violations occurring at Balboa/28th (11.8%) during the summer and at Southbound Newport/281h (4.6%) during the winter. Although the violation percentages were found to be low for most of the observed intersections, violations during the summer observation period were found to be almost two times higher than during the winter observation period. ALBERT •BERT DROVER & A SOCIATES 13-17 Table 3 Seasonal Comparison Pedestrian and Bicycle Activity (7am-11 pm) Location Intersection Summer Volumes (August) Winter Volumes (January) Number Name Pedestrian Bicycle Pedestrian Bicycle 1 SB Newport/28th 912 216 319 74 2 Newport/26th 2,083 431 602 124 9 Balboa/31 st 1,621 702 574 140 10 Balboa/30th 1,867 510 707 126 11 Balboa/28th 2,134 376 653 87 12 Balboa/26th 2,146 388 507 81 13 Balboa/22nd 3,248 360 1,017 67 14 Balboa/20th 2,329 410 676 130 16 Balboa/18th 1,614 314 396 109 18 Balboa/16th 799 251 261 83 19 Balboa/14th 634 180 513 57 20 Balboa/13th 835 163 648 53 25 Balboa/8th 438 166 120 52 -- 28 -- -- Balboa/Island -- 1,038 -- 249 -- 271 -- 78 30 Balboa/Coronado 961 132 202 49 33 BalboaMashington 4,370 481 1,191 108 34 Balboa/E St. 748 1,380 219 390 41 Balboa/38th 757 334 268 97 TOTAL: 28,534 7,043 9,144 1,905 *Pedestrian and Bicycle Volumes between 7am and 11 pm ALBERT ROVER & ASSOCIATES 13-18 Table 4 Summary of Motorist Right -of -Way Violations - Summer Location Number Intersection Name No. of Peds/Bikes Vehicles Did Not Yield For Total Crossings* Percentage of R.O.W. Violations/ Total Crossings 1 SB Newport/28th 120 1128 10.6% 2 Newport/26th 76 2514 3.0% 11 Balboa/28th 296 2510 11.8% 12 Balboa/26th 196 2534 7.7% 13 Balboa/22nd 6 3608 0.2% 14 Balboa/20th 140 2739 5.1% 16 Balboa/16th 17 1050 1.6% 34 Balboa/E St. 13 2128 0.6% 41 Balboa/38th 45 1091 4.1% * Total of Pedestrians and Bicyclists Table 5 Summary of Motorist Right -of -Way Violations - Winter Location Number Intersection Name No. of Peds/Bikes Vehicles Did Not Yield For Total Crossings* Percentage of R.O.W. Violations/ Total Crossings 1 SB Newport/28th 18 393 4.6% 2 Newport/26th 24 726 3.3% 11 Balboa/28th 27 740 3.6% 12 Balboa/26th 25 588 4.3% 13 Balboa/22nd 0 1084 0.0% 14 Balboa/20th 22 806 2.7% 16 Balboa/16th 5 344 1.5% 34 Balboa/E St. 7 609 1.1% 41 Balboa/38th 5 365 1.4% * Total of Pedestrians and Bicyclists ALBERT •BERT DROVER & A SOCIATES 13-19 Collision History A review of reported collisions from January 1, 2012 to November 29, 2016 (approximately 5 years) was conducted with a primary focus on pedestrian and bicycle collisions. Table 6 — Collision History provides a summary of collision history by type for the eighteen key study intersections. Based on the number of collisions reported at the eighteen key intersections listed in Table 6, there were a total of 104 reported collisions. The most prevalent type of collision was a single vehicle collision with a parked car or fixed object on the side of the road. Also, out of the total number of collisions, 23 (21 %) involved "Driving Under the Influence" (DUI). There were relatively few reported collisions involving vehicles striking pedestrians (7 total, 2 of which were DUI) or bicyclists (19 total, of which 3 were DUI and 6 the cyclist was at fault). Table 6 Collision History — Jan 1, 2012 to Nov 29, 2016 Location Number Intersection Name Pedestrian Collision Bicycle Collision Total Bike / Ped Collisions Total Vehicle Collisions 1 SB Newport/28th 1 2 3 16 2 Newport/26th 1 2 3 11 9 Balboa/31 st 0 2 2 0 10 Balboa/30th 1 1 2 6 11 Balboa/28th 1 2 3 6 12 Balboa/26th 1 3 4 6 13 Balboa/22nd 0 0 0 0 14 Balboa/20th 1 0 1 8 16 Balboa/18th 0 0 0 1 18 Balboa/16th 0 2 2 4 19 Balboa/14th 0 0 0 0 20 Balboa/13th 0 0 0 2 25 Balboa/8th 0 0 0 1 28 Balboa/Island 0 1 1 5 30 Balboa/Coronado 1 0 1 0 33 BalboaMashington 0 0 0 4 34 Balboa/E St. 0 2 2 1 41 Balboa/38th 0 2 2 7 TOTAL: 7 19 26 78 ALBERT ROVER & ASSOCIATES 13-20 RECOMMENDATIONS This section outlines a series of recommended traffic control upgrades for both uncontrolled and controlled intersections. These recommendations are based on multiple field observations both during the summer and winter months, review of video surveillance, pedestrian and bicycle activity, and a review of almost five years of collision reports. The 2014 California Manual on Uniform Traffic Control Devices was used as a guide in the development of the recommendations. The recommendations are divided into two categories; general recommendations pertaining to multiple intersections/locations and specific recommendations pertaining to particular intersections. In consideration of the street environment within the study area, we do not recommend the widespread implementation of traffic controls such as flashing beacons or in -pavement flashing crosswalks. Such devices can significantly interrupt traffic flow on the peninsula, as the flashing lights are activated and re -activated by pedestrians and bicyclists crossing the street. This continual re -activation may not provide sufficient gaps for traffic to progress, thus creating bottlenecks and significant traffic congestion getting on to and off the peninsula. This is particularly damaging during summer months. In 2009, the City installed in -pavement flashing lights on Newport Boulevard at 23rd Street. Because of the high volume of pedestrians and the constant flashing, traffic flow was negatively impacted through the McFadden area and further down the peninsula. In 2011, the City removed the in -pavement flashing crosswalk at this location. To accommodate the high pedestrian activity at this unique location, it was replaced by a full pedestrian signal. The following Pedestrian Improvements were studied in detail for consideration: High -Visibility Crosswalk Striping A re -striping of the existing crosswalks using continental type striping will increase the visibility of the crossing locations. Studies have shown that this type of marking increases motorist yielding and decreases the number of vehicle/pedestrian collisions (Figure 3 on page 15). Pedestrian Caution Signs Advance caution signage alerts the motorist to the upcoming crosswalk. When used with other pedestrian solutions, such as upgraded crosswalk striping, awareness of pedestrians is enhanced (Figure 4 on page 15). Curb Extensions (Bulb -Outs Bulb -outs are protrusions of the sidewalk into the roadway. Bulb -outs narrow the physical distance of the roadway that pedestrians must cross. They allow for better visibility of pedestrians by motorists, and conversely, allow pedestrians to view oncoming traffic more clearly and without obstruction. In -roadway Flashing Lights These devices are intended to call extra attention to pedestrians in crosswalks where signage or other design treatments are deemed insufficient. The City has one intersection on Coast Highway with in -roadway flashing lights. Based on experience, they are not recommended on the peninsula because of high cost of installation, on-going maintenance issues and negative impacts to traffic flow. ALBERT •BERT DROVER & A SOCIATES 13-21 Figure 3 Typical Recommended Intersection Upgrades SPEED LIMIT Signs and Speed Markings Aligned O M - Limit Lines at STOP Signs � x ��II 16 o � Continental � Crosswalks III III p LM o EAE W L7 O Advanced III PED XIfVG" Legends SSP a Figure 4 Typical Intersection Pedestrian Warning Signs O Ly b III III � x o � � � � � x o � � b p EAE 7AF1 ALBERT •BERT DROVER & A SOCIATES 0 �xF�o d d � = o � x � s - � o � x � s III III °'� FYJ 4 13-22 Flashing Beacons These devices can be used to provide supplementary warning of an uncontrolled crosswalk where traffic or physical conditions do not justify a full signal, but collision history and higher motorist violation rates indicate the possibility of a need. Newer rapid flashing beacon units are solar -powered and activated by the person walking. Too often, flashing beacons are installed when the public assumes there is a problem. It is of the upmost importance that flashing beacon installations be held to a minimum to maintain a high degree of respect for the installations that are truly warranted. Overuse can reduce their effectiveness. Roadway Safety Lighting Improved street lighting helps pedestrians see oncoming traffic more clearly and allows motorists to identify pedestrians crossing the roadway. Since the summer of 2016, the City has upgraded all luminaires from high pressure sodium (HIPS) to light emitting diodes (LED) fixtures. This lighting upgrade has dramatically improved visibility of the roadway and the crosswalk for motorists, bicyclists and pedestrians. Maintaining Clear Sight Distance Red parking zones on approaches to crosswalks improve sight distance between pedestrians and approaching motorists. On -street parked vehicles adjacent to the crosswalk often block the view of oncoming traffic. The amount of red curb should be implemented on a case-by-case basis. Yield Markings on Pavement (Shark Teeth) Optional rows of white triangles (i.e. "shark teeth") placed across approach lanes to indicate the point at which vehicles must yield to pedestrians (Figure 5). This type of marking is proposed at the crosswalks adjacent to Newport Elementary School as an additional pavement message. Figure 5 Typical Intersection with Yield Markings Limit Lines at y�Iq STOP Signs dO1S SPEED LIMIT Signs Continental and Speed Markings III III Crosswalks o Aligned air � o � c � � Advanced SLOW SCHOOL XING' Legends ALBERT •BERT DROVER & A SOCIATES 13-23 General Recommendations - For Installation at Multiple Intersections 1. Use "Continental Ladders" with alternating two foot wide stripes for all crosswalks. Install advance limit lines to crosswalks at both STOP controlled and signalized intersections. 2. Maintain low height landscaping on all raised medians for line -of -sight at crosswalks. 3. Where needed upgrade yellow pedestrian signs to a higher grade of retro -reflectivity, and school pedestrian signs to fluorescent yellow -green. 4. Install "Ped Xing" legends at all crosswalks per below: • Install "Ped Xing" legends for the crosswalks that are block -to -block: o Southbound at 36th Street o Northbound at 34th Street o Southbound at 31St Street o Northbound at 30th Street o Southbound at 20th Street o Northbound at 16th Street o Southbound at 12th Street o Northbound/Southbound at 6th Street o Northbound at Adams Street • Install "Ped Xing" legends at the crosswalks that are spaced further apart: o Northbound/southbound at 44th Street o Northbound/southbound at 42nd Street o Northbound/southbound at 40th Street o Northbound/southbound at 28th Street o Northbound/southbound at 26th Street • Maintain existing "Ped Xing" legends in both directions at Washington Street, E Street, G Street, I Street, and at the crosswalk north of Serrano Avenue. 5. Review speed limit sign and legend locations and relocate as needed to better align signs and markings. 6. Consider installing specialized "Expect High Pedestrian/Bicycle Activity" message signs to alert motorists entering the Peninsula of the high likelihood of encountering bicyclists and pedestrians crossing the street. It is suggested that one such sign could be installed on Balboa Boulevard east of Pacific Coast Highway and a second sign could be installed east of the traffic signal at Balboa Boulevard and 21St Street. ALBERT •BERT DROVER & A SOCIATES 13-24 Specific Intersection Recommendations - In addition to General Recommendations #1 Southbound Newport Boulevard at 28th Street Project: Remove adjacent parking spot on both sides of the crosswalk and install crosswalks on the south and west sides. Install pedestrian warning signs. Install bulb -outs for the north crosswalk and a street light on the northeast corner (Figure 6 on page 19). #2 Southbound Newport Boulevard at 26th Street Project: Remove two parking spots on approach to both sides of Newport Boulevard crosswalk. Install pedestrian warning signs. Install bulb -outs on west/east side and a street light on the northwest corner. Install southbound through arrows on the pavement north of the crosswalk (Figure 7 on page 19). #3 Balboa Boulevard at 44th Street Project: Install double pedestrian warning signs in the median facing both Balboa Boulevard directions. Remove existing "Pedestrians Next 3 Miles" sign. #4 Balboa Boulevard at 42nd Street Project: Install double pedestrian warning signs in the median facing both Balboa Boulevard directions. #5 Balboa Boulevard at 40th Street Project: Install double pedestrian warning signs in the median facing both Balboa Boulevard directions. Remove existing southbound pedestrian warning sign. #8 Balboa Boulevard at 34St Street (and sianaae at 33rd Street Project: Remove existing "Pedestrians Next 2.5 Miles" sign for southbound Balboa Boulevard at 33rd Street. Remove existing pedestrian warning sign for northbound Balboa Boulevard at 33rd Street. Install southbound "Signal Ahead" sign and pavement markings south of 34th Street. #10 Balboa Boulevard at 30th Street Project: Install pedestrian warning signs in sidewalk area for both northbound and southbound Balboa Boulevard. #11 Balboa Boulevard at 28th Street Project: Install Rectangular Rapid Flashing Beacons (RRFB), including all appropriate signage for northbound and southbound Balboa Blvd. Install a crosswalk on the east leg. Install a new street light on east side and bulb -outs on east and west side (Figure 8 on page 20). This recommendation is based on the relatively high number of motorist right-of-way violations in the summer (296 or 11.8% of the total crossings). It is anticipated that the RRFB installation on Balboa Boulevard (northwest of the McFadden area) will not impact traffic flow on or off the peninsula. ALBERT •BERT DROVER & A SOCIATES 13-25 Figure 6 Recommendations at SB Newport Blvd and 28th St IN; - r . Remove Parking Spot C `4 r f lb out 2ffn4 ST Street Light - � tet:.. -5 `" •. Continental wool Crosswalks .000 ~ F ' t Figure 7 Recommendations at SB Newport Blvd and 26th St :move 2 ParkingSpots Southbound Through Arrows Continental Crosswalk ��{y� MEMO Street Light Bulb—outs S µ �} WOO ALBERT ROVER & ASSOCIATES 13-26 Figure 8 Recommendations at Balboa Blvd and 28th St je i Bulb -•outs Street Light � tinental z r Crosswalks �� . r " t t• � Figure 9 Recommendations at Balboa Blvd and 26th St Street Light , . Continental ` Crosswalk jtqO '•ter "0 ` ✓ Bulb—out v ie 0 • Remove Porking Spot: f s\�• �1`� �•'L` � tY �rn eoKe ALBERT ROVER & ASSOCIATES 13-27 #12 Balboa Boulevard at 26th Street Project: Install northbound and southbound pedestrian warning signs. Remove the first parking spot on the east side, south of 26th Street. Install a new street light on southeast corner and a bulb -out on eastside (Figure 9 on page 20). #13 Balboa Boulevard at 22nd Street Project: Install one southbound pedestrian warning sign. #14 Balboa Boulevard at 20th Street Project: Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. #15 Balboa Boulevard at 19th Street Project: Relocate crosswalk from north leg to south leg. Install double pedestrian warning signs in the median facing both direction on Balboa Boulevard. #16 Balboa Boulevard at 18th Street Project: Relocate existing crosswalk from the north leg to the south leg. Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. Relocate street light from north leg to south leg. #17 Balboa Boulevard at 17th Street Project: Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. #18 Balboa Boulevard at 16th Street Project: Remove south leg crosswalk. Install crosswalk striping on west leg. Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. #19 Balboa Boulevard at 14th Street Project: Install new "School Xing" for northbound/southbound with School Crossing Ahead signs. Install "25 mph When Children Are Present". Install new street light and double mast -arm pole in median. Install an overhead School Crossing sign with flashing beacons. Install School Crossing and downward arrow signs on curb sides of crosswalk and in the median for both northbound and southbound. Install "shark teeth" advance markings and "Yield Here to Pedestrians" signs (Figure 10). #20 Balboa Boulevard at 13th Street Project: Install new "School Xing" for northbound/southbound with School Crossing Ahead signs. Install "25 mph When Children Are Present". Install new street light and double mast -arm pole in median. Install an overhead School Crossing sign with flashing beacons. Install School Crossing and downward arrow signs on curb sides of crosswalk and in the median for both northbound and southbound. Install "shark teeth" advance markings and "Yield Here to Pedestrians" signs (Figure 10 on page 22). ALBERT •BERT DROVER & A SOCIATES 13-28 Figure 10 Recommendations for Balboa Blvd at 13t" St and 14t" St MA101 WE SE 00M IFFT AHEAD cam, � � � �• !Y+ ` fit,,• � 4 s 97"Ll Flashing Becco �- Street Light Continental 'Crosswalk 7 a © 14tH ST 1 Yeld Markings,/ V 11ii!! ;:-1 RIRX5 � .tom. `moi a Fr1 .IRV- �L AHEAD • r� 4 j •� SCHOOL 1Lj� i! y SPEED 25 ALBERT ROVER & ASSOCIATES SCHOOL SPEED 1► LIMIT ^T1��S6 , "� o- Axcno r:a I � Flashing Beacon Street Light t,e i I. Cantinental/ .` f Crosswalk > + ".8T Yield Markings W Y�Y. jJ LL i J If 1 1 , YA1W LIE SFE AM RMT 13-29 #21 Balboa Boulevard at 12th Street Project: Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. #22 Balboa Boulevard at 11th Street Project: Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. #23 Balboa Boulevard at loth Street Project: Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. #24 Balboa Boulevard at 9th Street Project: Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. #25 Balboa Boulevard at 8th Street Project: Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. #26 Balboa Boulevard at Th Street Project: Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. #27 Balboa Boulevard at 6th Street Project: Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. #28 Balboa Boulevard at Island Avenue Project: Install double pedestrian warning signs in the median facing both directions on Balboa Boulevard. Install pedestrian access ramp on west side. #29 Balboa Boulevard at Medina Way Project: Install pedestrian warning signs in sidewalk area for both northbound and southbound Balboa Boulevard. #30 Balboa Boulevard at Coronado Street Project: Install pedestrian warning signs in sidewalk area for both northbound and southbound Balboa Boulevard. #31 Balboa Boulevard north of Cypress Street Project: Install pedestrian warning signs in sidewalk area for both northbound and southbound Balboa Boulevard. #32 Balboa Boulevard at Adams Street Project: Relocate crosswalk from the south leg to the north leg. Install pedestrian warning signs in the sidewalk area for both northbound and southbound Balboa Boulevard. ALBERT •BERT DROVER & A SOCIATES 13-30 #33 Balboa Boulevard at Washington Street Project: Maintain existing northbound/southbound "Ped Xing" legend. Install "Ped Xing" with down arrow sign on both approaches since intersection is between two traffic signals. #34 Balboa Boulevard at E Street Project: Relocate "Ped Xing" legend closer to crosswalk (both directions). Install pedestrian warning signs for northbound and southbound Balboa Boulevard. Consider "No Bikes on Sidewalk" signs. #35 Balboa Boulevard at G Street/Miramar Drive Project: Move existing pedestrian warning sign for northbound and southbound for consistency. Move closer to crosswalk with down arrow. Refresh crosswalk markings. #36 Balboa Boulevard at I Street Project: Move southbound pedestrian warning sign to street light at corner and install an associated down arrow. Refresh markings. #37 Balboa Boulevard north of Serrano Avenue Project: Install double -sided pedestrian warning signs so they are visible through the curve. #41 Balboa Boulevard at 38th Street (4 -Way STOP Controlled) Project: Install a second flasher to the overhead mast -arms to provide a Wig -Wag function. Alternatively, install 36" LED edge lit "STOP" signs at the limit line for northbound and southbound vehicles (LED edge lit "STOP" signs installed 7/26/2017). Install a bulb -out on the southeast corner. Extend the median on the south leg up to the crosswalk and provide an additional "STOP" sign in the median (Figure 11 on page 25). ALBERT •BERT DROVER & A SOCIATES 13-31 le" 5 'r Figure 11 Recommendations at Balboa Blvd and 3811 St Ex Beacon IAIW7_ , Bulb—out Continental Crosswalk ALBERT ROVER & ASSOCIATES I% Extend Median to Crosswalk;*, j` NOOMNJ! 13-32 CONCLUSION It may not be feasible or even desirable to implement all of the improvement strategies outlined in this document; however, it is important to implement enhancements systematically, and consistently throughout the Balboa Peninsula. This continuity and uniformity of traffic control devices will ensure that motorists, bicyclist, and pedestrians have a general understanding of what to expect. This can be accomplished by systematically implementing the general recommendations contained within this study document. All installations should be designed and installed per the latest California Manual on Uniform Traffic Control Devices. This report also outlines specific recommendations at each of the 38 locations originally reviewed. Most of the striping and signing recommendations are relatively inexpensive based on the costs for materials and labor. For some of the recommendations that include physical improvements such as bulb -outs, street lights, and curb ramps, additional engineering review and design may be necessary. Furthermore, physical improvements may be costly and thus the City may need to implement these improvements overtime due to budgetary concerns. It is suggested that the City consider, as a priority, the pursuit of the recommended improvements at the Balboa/13th and Balboa/14th school crossings and at the Balboa/38th all -way stop. In order to be successful, strategies to improve driver awareness and safety along a corridor should include the "Three E's" of traffic management: Engineering, Education, and Enforcement. The Three E's approach to traffic management can be compared to a three-legged stool. If one leg is missing or ignored, the stool is weakened and can't support its intended purpose. However, with three strong legs a stool can support loads well above what any one leg can support on its own. Likewise implementing traffic engineering actions, educating the public about expected motorist behavior, and providing enforcement to penalize violators can have dramatic positive results. We believe that with the implementation of the engineering recommendations outlined in this document together with the recently completed projects by the City (installation of LED streetlights) will provide noticeable improvements along the corridors. We also recommend an increased police presence to cite willful law breakers and dangerous behavior, and to help educate the public on safe behavior similar to what was recently done in June 2017. ALBERT •BERT DROVER & A SOCIATES 13-33