NY Route 5 Comprehensive Pedestrian Safety Study PIN …...as pedestrian signals and push button...

Appendix D

Miscellaneous Analysis

NY Route 5 Comprehensive

Pedestrian Safety Study

PIN 1034.23.101

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Schenectady Segment

Focus Area 1, 2

NOVEMBER 2014___________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT

Schenectady Segment A‐1

MiscellaneousAnalysis

This section includes the following:

1. Pedestrian Signing Assessment

2. Speed Limit Sign Assessment

3. Glare Assessment

4. Pavement Marking Assessment

5. Bus Stop Assessment

6. Lighting Assessment

7. Traffic Calming Assessment

1. Pedestrian Oriented Signs

Traffic Signal Pedestrian Actuation Signs (MUTCD R10 Series) are in place at most traffic signals in

Focus Area 1. Focus Area 2 does not have signs meeting the latest standard for this MUTCD series

as pedestrian signals and push button infrastructure is also outdated.

W11‐2 Pedestrian Warning signs are present at existing unsignalized mid‐block crossings near

Lafayette Street and Division Street.

Per Part 2B of the MUTCD, Pedestrian Crossing signs (see below) may be used to limit pedestrian

crossing to specific locations. The No Pedestrian Crossing sign (R9‐3) may be used to prohibit

pedestrians from crossing at an undesirable location where a crossing is not designated.



Suggestions

Update all Traffic Signal Pedestrian Actuation Signs in conjunction with pedestrian signal upgrades

and where standards are not met.

Consider installation of “No Pedestrian Crossing” signs where marked crosswalks and pedestrian

signals are not provided or where a trend of mid‐block accidents or undesirable crossing activity

is present.

2. Speed Limit Signs

The corridor is posted at 30 mph from Washington Ave to Fehr Ave/Elbert Street and 35 mph from Fehr

Ave/Elbert Street to Fairview Avenue in the city of Schenectady. A review of the speed limit sign shows

that in the eastbound direction there is a 40 mph sign located just before the ramp to Schenectady County

Community College off the Mohawk River Bridge. Within 800 feet of that sign there is a City Speed Limit

30 mph sign located before Washington Avenue intersection, which is the beginning of the 30 mph City

speed limit zone. The table below lists all the signs in the eastbound and westbound direction:

Table of Speed Limit Signs

Sign Location Distance to Previous Sign (feet)

Direction of Travel

Existing Ground Clearance(in feet)

Posted Speed

MUTCD Sign #

400 feet west of Washington Ave ‐ EB 30 NYR2‐4

East of Furman Street 9,800* EB 7.2 30 R2‐1

150 feet east of Linden St 1,200 EB 7 30 R2‐1

75 feet east of Fehr Ave/Elbert St 2,200 EB 7.2 35 R2‐1

75 feet east of Clayton St 6,700 EB 7.3 35 R2‐1

140 feet east of Linda Ln ‐ WB 7.2 35 R2‐1

50 feet west of Marshall Ave 2,100 WB 7.5 35 R2‐1

50 feet east of Fenwick Ave 2,800 WB 8.1 35 R2‐1

At Seldon Street 800 WB 7.1 35 R2‐1

85 feet east of Laurel Ave 550 WB 7.1 35 R2‐1

Between Fehr Ave/ Spruce St 2,200 WB 7.1 30 R2‐1

100 feet east of James St 1,000 WB 7.7 30 R2‐1 EB = Eastbound

WB = Westbound

Red text indicates where the standard or guidance is not met.

*Area (city wide) speed limit has no minimum sign spacing.



According to the NYS Supplement to the 2009 MUTCD, “an appropriate area Speed

Limit sign shall be placed facing traffic on each highway entering the area restriction”.

The NYR2‐4 shall be used for posting area speed limits which are essentially city‐wide.

Additional area (city‐wide) speed limit signs may be placed within an area to remind

motorists of the speed limit; however, there is no minimum spacing for this type of

speed limit sign.

For the 35 mph section of Schenectady, the first intermediate speed limit sign should

be placed within 1,100 feet of the beginning of the speed limit zone. Subsequent

intermediate signs should not exceed 3,500 feet for the 35 mph speed zone. The

spacing guidance is based on the speed limit in miles per hour multiplied by 100.

The height and lateral placement of the speed limit sign, according to the 2009

MUTCD, is recommended to be a minimum two feet from the curb and minimum seven feet from the

ground where parking or pedestrian movements are likely to occur. A field review for the height and the

lateral placement of all the signs in this segment meets the recommended specifications.

The speed data shows that the 85th percentile travel speed on the east end of the segment (west of Fehr

Avenue) is 32 mph westbound and 33 mph eastbound. On the west end of the segment (east of

Washington Street) 85th percentile speeds are 30 mph westbound and 31 mph eastbound.

Suggestions

Change all R2‐1 type signs to NYR2‐4 signs reflecting the City speed limit at 30 mph.

Add 35 mph intermediate speed limit sign between Fehr Avenue/Elbert Street and Clayton Street

3. Glare Assessment

There was one pedestrian‐vehicle accident reported at the intersection of McClellan Street with glare as

a contributing factor. The driver was driving eastbound attempting to turn left on McClellan Street

northbound during the morning peak hour (8:30 AM) on Route 5 (State Street). The pedestrian was

crossing McClellan Street in a westerly direction on the near side of the intersection. The driver struck the

pedestrians reportedly due to glare from morning sun.

Suggestions

Glare is an apparent contributing factor for a small percentage of accidents. Countermeasures are not

suggested at this time.


Each intersection within the focus areas was evaluated to determine the condition of the current

pavement markings. This included a review of condition and location of crosswalk markings, stop bars,

word symbol and arrow markings, and lane markings. The assessment was based on guidance from Part

3 of the MUTCD for pavement markings. Based on field walks during the Fall of 2013, the pavement

markings were in fair condition, with the following exceptions noted:



Some crosswalks in this section consist of transverse striping with red “imprint” material between the striping. This “imprint” material appears to be fading and is less visible at night and during periods of road salting in the winter than retroreflective striping.

All pavement markings at the following intersections are fading: o Washington Avenue o Clinton Street o Nott Terrace/Veeder Avenue o Swan Street (significant fading) o Brandywine Avenue o McClellan Street

The lane designations and the stop bars on all approaches of Ferry Street and Church Street are significantly fading.

There are no crosswalks at the intersection of Ferry Street.

There is fading in the crosswalks and stop bars at the following intersections: o Erie Boulevard o Broadway o Jay Street o Lafayette Street o Henry Street/Western Parkway.

There are no crosswalks at the intersection of Swan Street.

There is no crosswalk on the south leg of Brandywine Avenue at Route 5.

There is no crosswalk on the east leg of Route 5 at Elm Street. The crosswalks on the other

approaches to Elm Street show significant fading.

There is no crosswalk on the east leg of Route 5 at Robinson Street.

There is no crosswalk on the west leg of Route 5 at Fehr Avenue/Elbert Street.

Other Notable Guidance

Per the MUTCD, markings that must be visible at night shall be retroreflective unless ambient

illumination assures that the markings are adequately visible.

NYSDOT’s Traffic Safety & Mobility Instruction (TSMI‐14‐01), dated 03/27/14, suggests that High

Visibility crosswalks may be used at controlled crossing locations, “at intersections or along

corridors where a high incidence of pedestrian crashes has occurred”, which applies to this entire

corridor. In addition, this instruction states that, “High Visibility crosswalks shall be used at all

uncontrolled pedestrian crossing locations.” The preferred crosswalk style is the “ladder”.

Suggestions

Install crosswalks at Ferry Street, which is currently a planned improvement by the City.

Re‐striping of pavement markings, specifically, but not limited to the locations identified above,

is suggested. The City should consider using retroreflective epoxy or preformed pavement

markings, specifically to replace existing crosswalks, stop bars and lane use markings.

High Visibility crosswalks utilizing the “ladder” style should be used at all crosswalk locations as

they are added or restriped in the future.



Suggestions (cont’d)

Replace existing “imprint” style crosswalks with High Visibility crosswalks.

Review the feasibility of adding crosswalks to legs of intersections where they are not present and

pedestrian activity is documented. Note pedestrian equipment upgrades would be necessary.

A yearly maintenance schedule is recommended to ensure striping remains in good condition and

visible to drivers and pedestrians.


The Capital District Transportation Authority (CDTA) provides bus service along this section of Route 5.

There are number of trunk, neighborhood and commuter routes that operate in certain sections of this

segment of Schenectady. The bus rapid transit (BRT) route runs along Route 5 between Albany and

Schenectady. There are twenty‐five (25) bus stops within the focus areas, of which thirteen (13) are

eastbound and twelve (12) are westbound.

According to the Transit Cooperative Research Program (TCRP) Report 19, Guidelines for the Location and

Design of Bus Stops, the typical spacing between bus stops in along an urban corridor like Route 5 in

Schenectady is about 750 feet, ranging from 500 to 1200 feet. The report discusses that two disadvantages

of mid‐block bus stop locations are that they encourage patrons to jaywalk and they increase the walking

distance for patrons crossing at a signalized intersection. Locating bus stops at signalized intersections

will reduce the potential for unwanted mid‐block pedestrian crossings. A review of the pedestrian crash

reports show no obvious correlation between bus stops and pedestrian crashes and that the majority of

stops are at or adjacent to signalized intersections. A detailed bus stop analysis of this segment is as

follows:

Focus Area 1

There are ten (10) bus stops within Focus Area 1, of which are evenly split by eastbound and westbound

directions. Most of the bus stops have a bus shelter, with only a handful of stops delineated with a single

standalone bus stop sign (westbound near Church Street, eastbound at Ferry Street and westbound near

Nott Terrace). A bus shelter typically indicates a stop with higher usage. Based on ridership data provided

by CDTA, the only location with ridership less than 100 on/off per day is the station at Ferry Street. Six of

the ten stations serve CDTA’s bus rapid transit service, which indicates a higher ridership location. There

are three (3) bus stops which are not adjacent to a signalized intersection; Ferry Street westbound and

both directions between Erie Boulevard and Broadway. A review of the pedestrian crash reports shows

no obvious correlation between bus stops and pedestrian crashes.



Suggestions

Relocate the Ferry Street westbound mid‐block station (adjacent to KFC) to Ferry Street, creating

a paired eastbound and westbound stop. Consider installing curb extensions to provide space for

bus shelters and passenger loading areas.

Focus Area 2

There are fifteen (15) bus stops within Focus Area 2, with eight (8) eastbound and seven (7) westbound.

Eight (8) bus stops have bus shelters, while seven (7) stops are delineated with a single standalone bus

stop sign (Swan Street, westbound at Brandywine Ave, Robinson Street, eastbound at Henry Street,

eastbound at Elbert Street). A bus shelter typically indicates a stop with higher usage. Based on ridership

data provided by CDTA, all locations have average ridership (50 average on/offs per day) with the

exception of the Division BRT station between Furman and Division Streets, which is significantly higher.

There are two (2) bus stops which are not adjacent to a signalized intersection, both of which are located

at the Division BRT station, which features a mid‐block crosswalk, curb extensions and pedestrian signage.

A review of the pedestrian crash reports shows no obvious correlation between bus stops and pedestrian

crashes, even at the busy mid‐block location.

Suggestions

No improvements recommended

The above recommendations were discussed with CDTA on July 15, 2014. Further coordination is

necessary with the City, CDTA and NYSDOT to determine the appropriate treatment for locations

discussed above.


Route 5 is classified as an urban arterial, is predominantly commercial and has medium to high pedestrian

usage. Lighting levels throughout the corridor should meet the current American Association of State

Highway Transportation Officials (AASHTO) guidelines, outlined below:

Horizontal Illuminance (AASHTO Roadway Lighting Design Guide ‐ 2005)

1.6 foot candles average throughout corridor and at midblock crossings

2.4 foot candles average at Intersection with a local road

2.7 foot candles average at Intersection with a collector

3.0 foot candles average at Intersection with a minor arterial

3.2 foot candles average at Intersection with a principal arterial

A lighting model was created to determine the existing lighting levels at each of the signalized

intersections within each focus area. The models were calibrated with field measurements conducted

with a photometer in the fall of 2013. It is unclear if lighting levels met guidance, or if guidance existed,



at the time the existing fixtures were installed. It is beyond the scope of this study to determine if the

existing lighting met guidance at the time of implementation.

The analysis shows that some intersections would need additional street light fixtures to meet the current

AASHTO guidelines, while others will achieve the level by upgrading the power output of an existing fixture

or replacing various poorly functioning fixtures. These upgrades are shown in the ‘Summary of Potential

Modifications’ section below.

Summary of Potential Modifications

The following is a summary of potential modifications necessary to meet the current AASHTO guidelines

organized by Focus Area and intersection (HPS=High Pressure Sodium; MH=Metal Halide, w=watt):

Focus Area 1 (9 intersections)

Intersection Action

Washington Avenue Repair (9) 400w HPS; Upgrade (1) 250w HPS to 400w HPS

Church Street Repair (1) 400w HPS

Ferry Street No changes, meets or exceeds current guidelines

Erie Boulevard Under construction. Review proposed lighting.

Broadway Upgrade (7) Twin 175w MH Post‐Top (City‐owned). Additional lighting fixtures may be required.

Jay Street (mid‐block) Repair (2) Twin 175w MH Post‐Top (City‐owned)

Clinton St Upgrade (6) Twin 175w MH Post‐Top (City‐owned). Additional lighting fixtures may be required.

Lafayette Street Repair (1) 400w HPS & Upgrade (1) 150w HPS to 400w HPS

Mid‐Block (Lafayette‐Nott) No changes, meets or exceeds current guidelines

Nott Terrace Upgrade (1) 150w HPS to 400w HPS

Two (2) lighting outages observed in the vicinity of these intersections at the time field work was completed.

Additional light fixtures are recommended at the following intersections:

Broadway (Upgrading is a potential.)

Clinton Street (Upgrading is a potential.)

Key:

Repair = Replace existing bulbs, maintaining same wattage

Upgrade = Replace existing bulbs with a different wattage, as specified



Focus Area 2 (7 intersections, 2 mid‐block crossings)

Intersection Action

Swan Street Upgrade (3) 150w HPS to 400w HPS

Brandywine Avenue Upgrade (2) 150w HPS & (2) 250 HPS to 400w HPS. Additional lighting fixtures recommended.

McClellan Street Upgrade (1) 150w HPS & (3) 250 HPS to 400w HPS.

Furman‐Division (Mid‐Block) Upgrade (2) 150w HPS to 400w HPS

Division (Mid‐Block) Upgrade (2) 150w HPS to 400w HPS. Additional lighting fixtures recommended.

Elm Street Upgrade (1) 150w HPS to 400w HPS

Robinson Street Upgrade (1) 70w HPS to 150w HPS

Henry Street/Western Parkway Upgrade (2) 150w HPS to 400w HPS

Fehr Avenue/Elbert Street Upgrade (2) 150w HPS to 250w HPS

One (1) lighting outage observed in the vicinity of these intersections at the time field work was completed.


Brandywine Avenue

Division Midblock

Key:



Repairing and upgrading fixtures could be a short‐term improvement. Installing additional lighting fixtures

is a long‐term improvement that needs to be quantified and coordinated with National Grid, NYSDOT and

the City of Schenectady.


Road diet

Traffic calming opportunities were explored in the focus areas; however the majority of the focus areas

consist of a roadway cross section that has recently undergone a road diet project within the last 15 years.

Curb extensions, a reduced roadway width with expanded sidewalks and median islands with angled

parking were implemented from Erie Boulevard to Nott Terrace/Veeder Avenue and McClellan Avenue to

Fehr Avenue/Elbert Avenue.

Driver Feedback

Existing 85th percentile travel speeds were documented as high as 33mph, with even higher speeds

observed during the overnight hours. Driver feedback signs (permanent and temporary) may be used

along the Route 5 corridor to reinforce the existing speed limit and help encourage lower travel speeds,



reducing pedestrian fatality rates and improving driveway perception and reaction time. It is noted that

driver feedback signs may not be effective unless combined with enforcement.

NYSDOT Segment

Focus Area 3, 4, 5

NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT

NYSDOT Segment

B‐1

MiscellaneousAnalysis

This section includes the following:



3. Glare Assessment







focus areas 3, 4 and 5.



pedestrians from crossing at an undesirable location where a crossing is not designated. Existing

R9‐3bP signs are present at mid‐block locations near Colonie Plaza and Nicolas Drive/Woolard

Avenue.

Suggestions



Consider installation of Pedestrian Crossing signs where marked crosswalks and pedestrian signals

are not provided or where a trend of mid‐block accidents or undesirable crossing activity is

present.


NYSDOT Segment

B‐2


The corridor is posted at 40 mph from Mansion Boulevard in the Town of Niskayuna to Fairfield Avenue

in the Town of Colonie. The abutting speed limits are 35 mph in the City of Schenectady and 30 mph in

the City of Albany. The table below lists an inventory of the speed limit signs in the eastbound and

westbound direction:


Sign Location Distance to Previous Sign (feet)

Directionof Travel

Existing Ground Clearance (in feet)

MUTCD Sign #

At Mansion Boulevard ‐ EB 6.7 R2‐1

200 ft. east of Balltown Rd 1,400 EB 5.1 R2‐1

Between Wilber Ave/ Fullerton Ave 3,000 EB 7.1 R2‐1

300 ft. east of Lombard St 2,900 EB 6.6 R2‐1

Between Mather Ave/ Lisha Kill Rd* 3,000 EB 7.6 R2‐1

Between Prescott St/ Cadillac Ave 2,800 EB 6 R2‐1

Between Fermac St/ Vly Rd 6,700 EB 6.8 R2‐1

Between Birch Ave/ Red Fox Drive 3,000 EB 7 R2‐1

100 feet east of Jupiter Ln 2,600 EB 6.1 R2‐1

East of Hudson Ave 8,900 EB 7 R2‐1

Between Elmhurst Ave/ Maplewood Ave

3,300 EB 7.2 R2‐1

Before Fairfield Ave ‐ WB 7.6 R2‐1

Between Reynolds St/ Cramond St 1,000 WB 7.3 R2‐1

75 feet west of Grounds Pl 3,200 WB 6.5 R2‐1

150 feet west of I‐87 S On‐ramp 6,400 WB 7.2 R2‐1

30 feet west of Breeman St 2,900 WB 7.3 R2‐1

80 feet west of Killean Park 2,900 WB 7.1 R2‐1

Between Poplar St/ Old Karner Rd 2,100 WB 6.6 R2‐1

150 feet west of Price Chopper Plaza 3,200 WB 7 R2‐1

At Tennessee Ave 3,400 WB 7.4 R2‐1

150 feet west of Plymouth St 3,300 WB 6.1 R2‐1

300 feet west of Central Court Tr Pk 3,300 WB 6.8 R2‐1

Between Berwyn St/ Homestead Ave 3,300 WB 6.8 R2‐1

50 feet west of Mohrhoff Ave 3,000 WB 6.2 R2‐1

Between Stanford Ave/ Mansion Blvd

2,000 WB 7.9 R2‐1

EB = Eastbound

WB = Westbound

Red text indicates where the standard or guidance is not met.

* Visibility Obscured‐ tree overgrowth


NYSDOT Segment

B‐3

According to the NYS Supplement to the 2009 MUTCD, the first intermediate speed limit

sign should be placed within 1,100 feet of the beginning of the speed limit zone.

Subsequent intermediate signs should be not exceed 4,000 feet for a 40 mph speed zone.

The spacing guidance is based on the speed limit in miles per hour multiplied by 100.

The height and lateral placement of the speed limit sign, according to the 2009 MUTCD, is

recommended to be a minimum two feet from the curb and minimum seven feet from the

ground where parking or pedestrian movements are likely to occur. A field review for the

height and the lateral placement of signs indicates sign locations that do not meet

recommended specifications.

Speed data shows that the 85th percentile travel speed on the east end of the corridor (west of Osborne

Road) is 39 mph westbound and 43 mph eastbound. In 85th percentile speeds for Willow Avenue to

Nicholas Drive/Woolard Avenue are 43 mph in the westbound direction and 44 mph in the eastbound

direction. On the west end of the corridor (east of Midway Fire Department) 85th percentile speeds are 44

mph in both the directions.

Suggestions

Add intermediate reinforcing speed limit signs at the following locations to meet the standards:

o In the eastbound direction between Prescott Street/ Cadillac Avenue sign and Fermac

Street/Vly Road sign

o In the eastbound direction between Jupiter Lane sign and Hudson Avenue sign

o In the westbound direction between Grounds Pl sign and I‐87 S On‐ramp sign.

To adjust the height of some of the signs (marked in red) that do not meet the recommended

specifications.

3. Glare Assessment

No pedestrian accidents were noted with glare as a contributing factor within the NYSDOT focus areas.







The majority of crosswalks in this section consist of transverse striping with red “imprint” material between the striping. This “imprint” material appears to be fading and is less visible at night and during periods of road salting in the winter than retroreflective striping. Many of the “imprint” crosswalks are also deteriorating and have been patched with black asphalt.

The crosswalk across Route 5 at the intersection of Colonie Plaza is cracked and deteriorated.


NYSDOT Segment

B‐4

There is no crosswalk on the western leg of the following intersections; Colonie Plaza, Red Fox Drive/Lanci Lane, Lincoln Avenue/Parkwood Drive, Nicholas Drive/Woolard Avenue, Wolf Road/I‐87 NB Off Ramp, Colonie Center (West) and Fuller Road. There is no crosswalk on the eastern leg of the Osborne Road intersection.

The crosswalks across the side streets at the Colonie Center intersections are cracked and deteriorated.


Per the MUTCD, markings that must be visible at night shall be retro‐reflective unless ambient



Visibility crosswalks may be used at controlled crossing locations “at intersections or along


corridor. In addition, this instruction states that “High Visibility crosswalks shall be used at all


Suggestions


is suggested. The NYSDOT should consider using retro‐reflective epoxy or preformed pavement










The Capital District Transportation Authority (CDTA) provides bus service along this section of Route 5,

with stops at most of the cross streets. There are number of trunk, neighborhood and commuter routes

that operate in certain sections of this segment. The BRT route runs along Route 5 between Albany and

Schenectady. There are thirty‐six (36) bus stops within the focus areas, of which nineteen (19) are

eastbound and seventeen (17) are westbound.


Design of Bus Stops, the typical spacing between bus stops in along a suburban corridor like Route 5 in

the NYSDOT segment is about 1000 feet, ranging from 600 to 2500 feet. The report discusses that two

disadvantages of mid‐block bus stop locations are that they encourage patrons to jaywalk and they

increase the walking distance for patrons crossing at a signalized intersection. Locating bus stops at

signalized intersections will reduce the potential for unwanted mid‐block pedestrian crossings. A review


NYSDOT Segment

B‐5

of the pedestrian crash reports show no obvious correlation between bus stops and pedestrian crashes;

however, several mid‐block locations have been identified.

Existing bus stop locations were evaluated to determine if their placement may contribute to potential

unsafe pedestrian crossings of Route 5 (Central Avenue). The following evaluation method was applied

to this analysis:

Confirm ridership for mid‐block locations

o If low, consider elimination.

o If elimination is not feasible, consider relocation to an existing controlled pedestrian

crossing or creating a controlled pedestrian crossing

Focus Area 3

There are nine (9) bus stops within Focus Area 3, with five (5) eastbound and four (4) westbound. Five (5)

bus stops have bus shelters, while four (4) stops are delineated with a single standalone bus stop sign. A

bus shelter typically indicates a stop with higher usage. All bus stops along this segment are located in a

bus bay or turn lane meaning there are no curbside stops in the travel lane. Based on ridership data

provided by CDTA, all locations have moderate or higher ridership with the exception of the Reber Street

location, which has low ridership.

There are four (4) bus stops which are not adjacent to a signalized intersection and can be considered

mid‐block locations; 1940 Central Avenue, 1929 Central Avenue, New Karner eastbound and Karner Road

westbound.

Suggestions

Relocate the mid‐block stops at 1940 and 1929 Central Avenue east of Reber Street (Ridership =

avg. of 54 on/off per day) to Reber Street adjacent to the protected pedestrian crossing.

Relocate the eastbound New Karner stop (in front of Burger King) to create a paired station at

Colonie Plaza.

Relocate the westbound Karner Road stop (in front of Pep Boys) to create a paired station at Vly

Road. If relocation is not feasible, consider eliminating this station due to low ridership.

Focus Area 4

There are eleven (11) bus stops within Focus Area 4, with six (6) eastbound and five (5) westbound. Four

(4) bus stops have bus shelters, while seven (7) stops are delineated with a single standalone bus stop

sign. A bus shelter typically indicates a stop with higher usage. All bus stops along this segment are

located in a bus bay, with the exception of both directions for the Village Center BRT station located at

Locust Park/Jupiter Lane. Based on ridership data provided by CDTA, all locations have low ridership with

the exception of the Village Center BRT station.


NYSDOT Segment

B‐6

There are three (3) bus stops which are not adjacent to a signalized intersection and can be considered

mid‐block locations; Lapham Place eastbound, Tull Drive westbound and Mordella Road, westbound.

Suggestions

Eliminate the eastbound mid‐block stop at Lapham Place (avg. of 3 on/off per day), as it has low

ridership and does not have a westbound pair.

Eliminate the westbound mid‐block stop at Tull Drive (1 on/off per day), as it has low ridership

and does not have a westbound pair.

Eliminate the eastbound mid‐block stop at Mordella Road (6 on/off per day), as it has low

ridership and does not have a westbound pair.

Consider removing the bus bays associated with the above stop eliminations or relocations. Focus Area 5

There are sixteen (16) bus stops within Focus Area 5, with an even split between eastbound and

westbound. Four (4) bus stops have bus shelters, while twelve (12) stops are delineated with a single

standalone bus stop sign. A bus shelter typically indicates a stop with higher usage. All bus stops along

this segment are located in a bus bay meaning there are no curbside stops in the travel lane. Based on

ridership data provided by CDTA, some locations have low ridership with the exception of the Colonie

Center BRT station, Fuller Road stops, Interstate Avenue/Grounds Place, Rooney Avenue/Arcadia Court

and Osborne Road stops.

There are ten (10) bus stops which are not adjacent to a signalized intersection and can be considered

mid‐block locations; Nolan Road both directions, Van Buren/Ahl Avenue both directions, Interstate

Avenue/Grounds place both directions, Rooney Avenue/Arcadia Court both directions and Reynolds

Street/Kraft Avenue both directions.

Suggestions

Eliminate the mid‐block stop at Nolan Road (16 on/off per day), as it has low ridership. Adjacent

stops at Colonie Center or Fuller Road to be utilized.

Van Buren Avenue/Ahl Avenue: This mid‐block stop has existing ridership (28 on/off per day) and

the following options should be considered:

o Eliminate the mid‐block stop, with riders using adjacent stops at Fuller Road or Interstate

Avenue/Grounds Place (1/4 mile in either direction)

o Consolidate stops to one location, exploring a controlled crossing.

o Maintain existing stations with no changes due to lack of accident history.


NYSDOT Segment

B‐7

Grounds Place/Interstate Avenue: This mid‐block stop has high ridership (190 on/off per day) and

serves Byrant & Stratton College, a transit generator at this location. The station is 600 feet from

the nearest signal, Dott Ave/Frederick Ave. The following options should be considered:

o Maintain station at Bryant and Stratton, exploring a controlled crossing.

o Relocate station to Dott Avenue/Frederick Avenue. CDTA does not prefer this option.


The mid‐block stops at Rooney Avenue/Arcadia Court (74 on/off per day) and Reynolds

Street/Kraft Avenue (41 on/off per day) demonstrate usage. Spacing between traffic signals is

3000 feet (Dott Avenue/Frederick Avenue to Osborne Road). The following options should be

considered:

o Consolidate stops to one location, exploring a controlled crossing.


Consider removing the bus bays associated with the above stop eliminations or relocations.


necessary with CDTA and NYSDOT to determine the appropriate treatment for locations discussed above.
















The analysis shows that some intersections would need additional street light fixtures to meet the current

AASHTO guidelines, while others will achieve the level by upgrading the power output of a fixture or

replacing various poorly functioning fixtures. These upgrades are shown in the ‘Summary of Potential

Modifications’ section below.



NYSDOT Segment

B‐8




Intersection Action

Midway Fire Department (Reber St) Upgrade (1) 100w HPS to 250w HPS

Colonie Plaza Upgrade (3) 100w HPS to 400w HPS. Additional lighting fixtures recommended.

New Karner Road (Route 155) Upgrade (3) 150w HPS to 400w HPS. Additional lighting fixtures recommended.

Vly Road Upgrade (3) 250w HPS to 400w HPS. Additional lighting fixtures recommended.

No lighting outages observed in the vicinity of these intersections at the time field work was completed.


Colonie Plaza,

Route 155 (New Karner Road)

Vly Road

Key:


Upgrade = Replace existing bulbs with a different wattage, as specified.


NYSDOT Segment

B‐9


Intersection Action

Willow Avenue/Shop Rite Upgrade (1) 150w HPS to 400w HPS. Additional lighting fixtures recommended.

Red Fox Drive/Lanci Lane Upgrade (1) 100w HPS & (1) 150 HPS to 400w HPS. Repair existing 400w.

Locust Park/Jupiter Lane Upgrade (3) 150w HPS to 400w HPS.

Lincoln Ave/Parkwood Drive Upgrade (2) 250w HPS to 400w HPS. Additional lighting fixtures recommended.

Nicholas Drive/Woolard Avenue Upgrade (1) 250w HPS to 400w HPS. Repair existing 400w. Additional lighting fixtures recommended.

One (1) lighting outage observed in the vicinity of these intersections at the time field work was completed.


Willow Ave/Shop Rite

Lincoln Ave/Parkwood Drive

Nicholas Drive/Woolard Ave

Key:




NYSDOT Segment

B‐10


Intersection Action

Wolf Rd/I‐87 NB Off Ramp Upgrade (7) 250w HPS to 400w HPS. Additional lighting fixtures recommended.

Colonie Center/Northway Mall West No changes, meets or exceed current guidelines

Colonie Center/Northway Mall East No changes, meets or exceed current guidelines

Fuller Road Upgrade (4) 250w HPS to 400w HPS. Repair existing 400w. Additional lighting fixtures recommended.

Dott Ave/Frederick Ave Upgrade (2) 250w HPS to 400w HPS. Additional lighting fixtures recommended.

Osborne Road Upgrade (3) 250w HPS to 400w HPS. Repair existing 250w. Additional lighting fixtures recommended.

Six (6) lighting outages observed in the vicinity of these intersections at the time field work was completed.


Wolf Road

Fuller Road

Dott Avenue/Frederick Avenue

Key:





the municipality having jurisdiction over the lighting.


Median

Median opportunities were evaluated at the mid‐block segment west of New Karner Road and near

Colonie Center, as a result of previous studies and the occurrence of numerous mid‐block pedestrian

accidents in each of these areas.

The New Karner Road segment (Reber Street to New Karner Road) had been identified in the NY5 Access

Management Plan as a potential area where access management, in conjunction with a raised median,

could occur. However, as a result of analysis with this project, median improvements near New Karner

Road have been eliminated from consideration due to the various property owner impacts that would


NYSDOT Segment

B‐11

occur by implementing a raised median in this segment. The recommendations also included the addition

of alternative connections, which is beyond the scope of this study.

At Colonie Center, there is an existing raised median island between two traffic signals. Mid‐block

pedestrian activity was observed in this area, along with two (2) mid‐block accidents. With recent success

of a raised median barrier installed near Schenectady County Community College near the intersection of

Washington Avenue and Route 5 in Schenectady, this location was identified for a similar improvement.

The figure below illustrates the potential raised median barrier and associated improvements intended to

prevent mid‐block crossings in this area.


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B‐13

Driver Feedback

The 85th percentile speeds in this segment was recorded as high as 44 mph. Driver feedback signs that

provide speed information should be considered to help maintain speeds closer to the posted speed limit

of 40 mph. It is noted that five (5) of the six (6) fatal accidents documented within the focus areas occurred

in the 40 mph section of the corridor. Studies show a pedestrian fatality rate of 85% in vehicle pedestrian

accidents at 40 mph, with the rate dropping to 45% at 30 mph, from which it can be inferred that each

mile per hour drop in speeds results in a lower pedestrian fatality rate. Driver feedback signs (permanent

and temporary) may be used along the Route 5 corridor to reinforce the existing speed limit and help

encourage lower travel speeds, reducing pedestrian fatality rates and improving driver perception and

reaction time. It is noted that driver feedback signs may not be effective unless combined with

enforcement.

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Focus Area 6, 7, 8

NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT

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MiscellaneousAnalysisThis section includes the following:



3. Glare Assessment







focus areas 6, 7 and 8.



pedestrians from crossing at an undesirable location where a crossing is not designated.

Suggestions



Consider installation of “No Pedestrian Crossing” signs where marked crosswalks and pedestrian

signals are not provided or where a trend of mid‐block accidents or undesirable crossing activity

is present.


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The posted speed limit within the City of Albany is 30 mph city‐wide. The Route 5 segment starting from

east of Fairfield Avenue to the intersection of Broadway in downtown Albany is within the city limits;

therefore, the city‐wide speed limit applies to the Route 5 corridor. The table below lists an inventory of

the speed limit signs in the eastbound and westbound direction:


Sign Location

Distance to

Previous Sign (Feet)

Direction of Travel

Existing Height (Feet)

MUTCD Sign #

300 feet east of Fairfield Ave ‐ EB 7 NYR2‐4

125 feet east of Tremont St 1,830 EB 7 NYR2‐4

180 feet east of N Allen St 5,225 EB 10 NYR2‐4

Between Partridge St/ Ontario St 2,920 EB 9.2 NYR2‐4

100 feet east of Dove St 6,145 EB 8.8 NYR2‐4

200 feet west of Lexington Ave 5,940 WB 8.1 NYR2‐4

200 feet west of Quail St 2,575 WB 8.8 NYR2‐4

Between Rawson St/ Lawrence St 3,375 WB 7.5 R2‐1

Between Austain Ave/ Tremont St 5,745 WB 7.5 NYR2‐4 EB = Eastbound

WB = Westbound

According to the NYS Supplement to the 2009 MUTCD, “an appropriate area Speed

Limit sign shall be placed facing traffic on each highway entering the area restriction”.

Additional area speed limit signs may be placed within an area to remind motorists of

the speed limit. Since the same city‐wide speed limit applies throughout the Route 5

corridor, there are no recommendations for any additional sign placement in this

segment.

The height and lateral placement of the speed limit sign, according to the 2009

MUTCD, is recommended to be a minimum two feet from the curb and minimum

seven feet from the ground where parking or pedestrian movements are likely to

occur. A field review for the height and the lateral placement of all the signs in this

segment meets the recommended specifications.

Speed data shows that the 85th percentile travel speed on the west end of this corridor (west of King

Avenue) is 34 mph westbound and 36 mph eastbound.


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C‐3

Suggestions

Consider driver feedback signs in the eastbound direction between Colvin Avenue and Robin

Street, where 85th percentile speeds are 36 mph.

3. Glare Assessment

There were three pedestrian‐vehicle accidents reported in the Albany segment with glare listed as a

contributing factor. Two of these accidents were reported at the intersection of North Lake Avenue with

the driver turning left onto Route 5 eastbound during the lunch hour (around 12:40 PM). One accident

was reported at the intersection of Lark Street with the driver turning onto Route 5 westbound just after

the evening peak hour (6:36 PM).

Suggestions

Glare is an apparent contributing factor for a small percentage of accidents. Installation of back plates do

not appear to be a feasible countermeasure as both accidents at North Lake Avenue involved a left turning

vehicle striking a pedestrian in the crosswalk. An exclusive pedestrian phase or leading pedestrian interval

is a feasible countermeasure to address this location.







The majority of crosswalks in this section consist of transverse striping with red or grey “imprint” material between the striping. This “imprint” material appears to be fading and is less visible at night and during periods of road salting in the winter than retroreflective striping.

The pavement markings were faded at the intersections of Colvin Avenue, Everett Rd, Partridge Street and Robin Street.

Crosswalks were not present at the following locations: o Everett Road (east leg) o OTB/Shop Rite (east leg) o Washington Avenue (east leg)

There are two marked crosswalks across Central Avenue at its intersection with Washington Avenue where the two roadways merge. At the two marked crosswalks, there are no pedestrian accommodations provided as part of the traffic signal and the northerly crosswalk leads to a free flow westbound movement. There are two accidents reported at this intersection.


Per the MUTCD, markings that must be visible at night shall be retro‐reflective unless ambient



Visibility crosswalks may be used at controlled crossing locations “at intersections or along


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corridor. In addition, this instruction states that “High Visibility crosswalks shall be used at all


Suggestions

Remove the crosswalk on the north leg of Central Avenue and Washington Avenue intersection.


is suggested. The City should consider using retro‐reflective epoxy or preformed pavement










The Capital District Transportation Authority (CDTA) provides bus service along this section of Route 5,

with stops at most of the cross streets. There are number of trunk, neighborhood and commuter routes

that operate in certain sections of this segment of Albany. The BRT route runs along Route 5 between

Albany and Schenectady. There are thirty (30) bus stops along Route 5 in Albany within the focus areas,

of which sixteen (16) are eastbound and fourteen (14) are westbound.


Design of Bus Stops, the typical spacing between bus stops in along an urban corridor like Route 5 in

Albany is about 750 feet, ranging from 500 to 1,200 feet. The report discusses that two disadvantages of

mid‐block bus stop locations are that they encourage patrons to jaywalk and they increase the walking

distance for patrons crossing at a signalized intersection. Locating bus stops at signalized intersections

will reduce the potential for unwanted mid‐block pedestrian crossings. A detailed bus stop analysis of this

segment is as follows:

Focus Area 6

There are twelve (12) bus stops along Route 5 within Focus Area 6, of which seven (7) are eastbound and

five (5) are westbound. Seven (7) of the bus stops have a bus shelter, with the remainder of stops

delineated with a single standalone bus stop sign. A bus shelter typically indicates a stop with higher

usage. All bus stops along this segment are located curbside in the travel lane or parking lane. Based on

ridership data provided by CDTA, the three (3) locations with ridership less than 50 riders on/off per day

are eastbound at Everett Road, eastbound and westbound at Shop Rite and eastbound at Grant Ave.


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After reviewing the existing stop locations and pedestrian accident locations, the following is noted:

There is one (1) bus stop which is not directly adjacent to a signalized intersection east of Grant

Avenue in front of Westview Homes, serving eastbound routes.

There is some correlation between bus stops and pedestrian crashes in the area between Colvin

Avenue and West Mall (Hannaford/CVS), although the accidents are occurring mid‐block while

the bus stops are located at signalized intersections.

Suggestions

Eliminate the eastbound mid‐block stop east of Grant Avenue (Westview Homes): This stop has

32 on/off per day and does not have a westbound pair. Riders could access either the King Avenue

station or the North Allen BRT station, both of which are less than 500 feet in either direction.

Evaluate additional crosswalks at the West Mall/Hannaford signal due to a prevalence of mid‐

block crossings in this area near the existing BRT station.

Focus Area 7

There are twelve (12) bus stops along Route 5 within Focus Area 7, of which six (6) are eastbound and six

(6) are westbound. Four (4) of the bus stops have a bus shelter, with the remainder of stops delineated

with a single standalone bus stop sign. All bus stops in this segment are located adjacent to signalized

intersections. A bus shelter typically indicates a stop with higher usage. All bus stops along this segment

are located curbside in the travel lane or parking lane. Based on ridership data provided by CDTA, this

segment has a high frequency of ridership with all stops serving more than 100 riders per day.

Suggestions

Relocate the Ontario Street westbound stop outside of the intersection. This stop is located past

the stop bar within this offset intersection, which creates a potential safety hazard when the bus

stops within the intersection and the signal changes. This location does not serve the existing

crosswalk well.


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Ontario Street looking west along Route 5 at bus station

Focus Area 8

There are six (6) bus stops on Route 5 within Focus Area 8, split evenly eastbound and westbound. Four

(4) of the bus stops have a bus shelter, with the remainder of stops delineated with a single standalone

bus stop sign. A bus shelter typically indicates a stop with higher usage. All bus stops along this segment

are located curbside in the travel lane or parking lane and are located directly adjacent to signalized

intersections. Based on ridership data provided by CDTA, this segment has a high frequency of ridership

with all stops serving more than 100 riders per day.

Suggestions

No improvements recommended.


necessary with the City, CDTA and NYSDOT to determine the appropriate treatment for locations

discussed above.











Existing Bus Stop


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The analysis shows that some intersections would need additional street light fixtures installed to meet

the current AASHTO guidelines, while others will achieve the level by upgrading the power output of an

existing fixture or replacing various poorly functioning fixtures. Also, in Focus Area 7 lighting levels are

well above the recommended standard even though many lights were out during the time of study. This

is due to the fact that 1000w fixtures are present. It appears that National Grid no longer installs 1000w

fixtures. The analysis has determined that replacing existing non‐functioning 1000w fixtures with 400w

fixtures will still meet the recommended lighting levels at a lower cost to the City. These improvements

are shown in the ‘Summary of Potential Modifications’ section below.


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Intersection Action

Colvin Avenue No changes, meets or exceeds current guidelines

West Mall/Hannaford Plaza Additional lighting fixtures recommended

Everett Road Repair (1) 400w HPS (City‐owned ‘Pechina’ style fixture)

Shop Rite/OTB No changes, meets or exceeds current guidelines

King Avenue Meets or exceeds current guidance.

North Allen St/Watervliet Ave Repair (1) 400w HPS, meets or exceed current guidelines



West Mall/Hannaford Plaza

Key:




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Intersection Action

Partridge Street No changes, meets or exceeds current guidelines

Ontario Street Replace (1) 1000w HPS with (1) 400w HPS*; meets or exceeds current guidelines

Quail Street Replace (1) 1000w HPS with (1) 400w HPS*; meets or exceeds current guidelines

North Lake Avenue Replace (3) 1000w HPS with (3) 400w HPS*; meets or exceeds current guidelines

Mid‐Block b/w N. Lake and Robin Replace (2) 1000w HPS with (2) 400w HPS*;

Robin Street No changes, meets or exceeds current guidelines

Seven (7) lighting outages observed in the vicinity of these intersections at the time field work was completed.


None

Key:



*Downgrades are optional. Existing 1000W fixtures are out; however National Grid may not replace

1000W fixtures.


Intersection Action

Henry Johnson Boulevard Repair (2) Twin 175w MH Post‐top (City‐owned); meets or exceeds current guidelines

Washington Avenue Additional lighting fixtures recommended

Lark Street Repair (4) Twin 150w HPS Post‐top (City‐owned) & Upgrade (1) 100w HPS to 400w HPS

Dove Street No changes, meets or exceeds current guidelines



Washington Avenue

Key:




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the City of Albany.


Road diet

The potential for a “road diet” has been identified from North Manning Boulevard to Henry Johnson

Boulevard in the City of Albany. The NYSDOT Traffic Volume report from 2012 demonstrates an AADT of

17,696 for this segment of Route 5. As discussed in the existing conditions portion of this report, and a

review of accidents in Appendix B, 22 of 43 (51%) accidents in this segment involved left turn vehicles.

A proposed treatment would be to reduce the four lane section to a single through lane with a two‐way

left‐turn lane. Left‐turn only lanes could be added at the Route 5 intersection approaches with cross

streets. Adding left turn lanes would allow a protected left turn phasing scheme to be implemented.

When a side street pedestrian phase is on “Walk”, the protected left turn phase would be red, eliminating

the potential conflict with standard concurrent phasing. Minor curb extensions could be added to shadow

the parking lanes near intersections, reducing the pedestrian crossing distance and the time needed in

the signal phase for pedestrians. Where an exclusive pedestrian phase is considered, reducing the

crossing distance can help minimize the time needed for pedestrians in the cycle, improving the

intersection level of service. A “road diet” may also allow space for bicycle accommodations to be

provided.

Driver Feedback

Existing 85th percentile travel speeds were documented as high as 36 mph, with even higher speeds

observed during the overnight hours. Driver feedback signs (permanent and temporary) may be used

along the Route 5 corridor to reinforce the existing speed limit and help encourage lower travel speeds,

reducing pedestrian fatality rates and improving driveway perception and reaction time. It is noted that

driver feedback signs may not be effective unless combined with enforcement.

NY Route 5 Comprehensive Pedestrian Safety Study PIN …...as pedestrian signals and push button...

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