ny route 5 comprehensive pedestrian safety study pin …...as pedestrian signals and push button...
TRANSCRIPT
Appendix D
Miscellaneous Analysis
NY Route 5 Comprehensive
Pedestrian Safety Study
PIN 1034.23.101
(This page is intentionally blank.)
Schenectady Segment
Focus Area 1, 2
(This page is intentionally blank.)
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as pedestrian signals and push button infrastructure is also outdated.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.
NOVEMBER 2014___________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Schenectady Segment A‐2
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.
NOVEMBER 2014___________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Schenectady Segment A‐3
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.
4. Pavement Marking Assessment
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:
NOVEMBER 2014___________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Schenectady Segment A‐4
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.
NOVEMBER 2014___________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Schenectady Segment A‐5
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.
5. Bus Stop Assessment
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.
NOVEMBER 2014___________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Schenectady Segment A‐6
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.
6. Lighting Assessment
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,
NOVEMBER 2014___________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Schenectady Segment A‐7
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
NOVEMBER 2014___________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Schenectady Segment A‐8
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.
Additional light fixtures are recommended at the following intersections:
Brandywine Avenue
Division Midblock
Key:
Repair = Replace existing bulbs, maintaining same wattage
Upgrade = Replace existing bulbs with a different wattage, as specified
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.
7. Traffic Calming Assessment
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,
NOVEMBER 2014___________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Schenectady Segment A‐9
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
(This page is intentionally blank.)
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
NYSDOT Segment
B‐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 areas 3, 4 and 5.
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. Existing
R9‐3bP signs are present at mid‐block locations near Colonie Plaza and Nicolas Drive/Woolard
Avenue.
Suggestions
Update all Traffic Signal Pedestrian Actuation Signs in conjunction with pedestrian signal upgrades
and where standards are not met.
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.
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
NYSDOT Segment
B‐2
2. Speed Limit Signs
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:
Table of Speed Limit Signs
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
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
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.
4. Pavement Marking Assessment
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:
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.
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
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.
Other Notable Guidance
Per the MUTCD, markings that must be visible at night shall be retro‐reflective 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
Re‐striping of pavement markings, specifically, but not limited to the locations identified above,
is suggested. The NYSDOT should consider using retro‐reflective 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.
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.
5. Bus Stop Assessment
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.
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 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
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
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.
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
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.
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
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.
o Maintain existing stations with no changes due to lack of accident history.
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.
o Maintain existing stations with no changes due to lack of accident history.
Consider removing the bus bays associated with the above stop eliminations or relocations.
The above recommendations were discussed with CDTA on July 15, 2014. Further coordination is
necessary with CDTA and NYSDOT to determine the appropriate treatment for locations discussed above.
6. Lighting Assessment
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 a fixture or
replacing various poorly functioning fixtures. These upgrades are shown in the ‘Summary of Potential
Modifications’ section below.
Summary of Potential Modifications
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
NYSDOT Segment
B‐8
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 3 (4 intersections)
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.
Additional light fixtures are recommended at the following intersections:
Colonie Plaza,
Route 155 (New Karner Road)
Vly Road
Key:
Repair = Replace existing bulbs, maintaining same wattage
Upgrade = Replace existing bulbs with a different wattage, as specified.
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
NYSDOT Segment
B‐9
Focus Area 4 (5 intersections)
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.
Additional light fixtures are recommended at the following intersections:
Willow Ave/Shop Rite
Lincoln Ave/Parkwood Drive
Nicholas Drive/Woolard Ave
Key:
Repair = Replace existing bulbs, maintaining same wattage
Upgrade = Replace existing bulbs with a different wattage, as specified.
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
NYSDOT Segment
B‐10
Focus Area 5 (6 intersections)
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.
Additional light fixtures are recommended at the following intersections:
Wolf Road
Fuller Road
Dott Avenue/Frederick Avenue
Key:
Repair = Replace existing bulbs, maintaining same wattage
Upgrade = Replace existing bulbs with a different wattage, as specified.
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 municipality having jurisdiction over the lighting.
7. Traffic Calming Assessment
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
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
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.
NOVEMBER 2014 _________________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
NYSDOT Segment
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.
Albany Segment
Focus Area 6, 7, 8
(This page is intentionally blank.)
NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Albany Segment
C‐1
MiscellaneousAnalysisThis 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 areas 6, 7 and 8.
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.
NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Albany Segment
C‐2
2. Speed Limit Signs
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:
Table of Speed Limit Signs
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.
NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Albany Segment
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.
4. Pavement Marking Assessment
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:
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.
Other Notable Guidance
Per the MUTCD, markings that must be visible at night shall be retro‐reflective 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
NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Albany Segment
C‐4
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
Remove the crosswalk on the north leg of Central Avenue and Washington Avenue intersection.
Re‐striping of pavement markings, specifically, but not limited to the locations identified above,
is suggested. The City should consider using retro‐reflective 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.
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.
5. Bus Stop Assessment
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.
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
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.
NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Albany Segment
C‐5
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.
NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Albany Segment
C‐6
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.
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.
6. Lighting Assessment
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
Existing Bus Stop
NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Albany Segment
C‐7
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 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.
NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Albany Segment
C‐8
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 6 (6 intersections)
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
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:
West Mall/Hannaford Plaza
Key:
Repair = Replace existing bulbs, maintaining same wattage
Upgrade = Replace existing bulbs with a different wattage, as specified
NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Albany Segment
C‐9
Focus Area 7 (6 intersections)
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.
Additional light fixtures are recommended at the following intersections:
None
Key:
Repair = Replace existing bulbs, maintaining same wattage
Upgrade = Replace existing bulbs with a different wattage, as specified
*Downgrades are optional. Existing 1000W fixtures are out; however National Grid may not replace
1000W fixtures.
Focus Area 8 (4 intersections)
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
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:
Washington Avenue
Key:
Repair = Replace existing bulbs, maintaining same wattage
Upgrade = Replace existing bulbs with a different wattage, as specified
NOVEMBER 2014________ _________________________________ ___NY ROUTE 5 PEDESTRIAN SAFETY ASSESSMENT
Albany Segment
C‐10
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 Albany.
7. Traffic Calming Assessment
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.