SAFETY IMPROVEMENTSSHORTER-TERM IMPROVEMENT OPTIONS DIFFLEY ROAD (COUNTY ROAD 30) SCHOOL AREA

Improvement Option What is it? Benefits Challenges Considerations Notes/Comments

School ZoneSpeed Limit

Local authorities can establish a school speed limit within a school zone based on an engineering and traffic investigation. (Minnesota Statute 169.14)

• Reduced speed during school start/end time• May bring additional driver attention• Establishes clear route for biking/walking to and from school

• May not lower speeds• Signage alone does not result

in increased driver attention• Speed differential can

degrade safety

• Additional measures needed to support speed reduction and reduce hazards along school route

• Education of school route is key to support speed reduction• Area is still a multi-lane roadway/hazardous crossing

Dynamic Speed Signs Speed reduction support method

• Installation of dynamic speed signs, in similar school zones, has been shown to decrease speeds by 4-9 mph (Federal Highway Administration)

• Drivers tend to speed back up after passing the sign

• Signage alone does not prevent drivers from speeding

• Typically more effective on two-lane roadways• Typically less effective at locations where there is already an

overabundance of driver information• Placement needs to be carefully analyzed to achieve the highest

level of compliance and effectiveness

Enhanced SpeedEnforcement

Speed reduction support method

• Supports driver education• Could slow drivers down

• Takes resources • Most effective when patrols

are active• Requires local police department support

Trained Adult Crossing Guard

Speed reduction support method

• Supports crossing with greater visibility • Encourages safe behavior by pedestrians at the school crossing• Guards can watch for/assist with potential conflict• Alerts motorists to the presence of pedestrians• Can observe and report incidents or potential hazards

• Inclement weather reduces visibility of guard

• Staffing needs to be managed• Wider streets with higher

speeds are difficult to control

• Multi-lane roadways may need two crossing guards (one for each direction of travel)

• May need to be paired with other improvements such as a median refuge

Rapid FlashingBeacon

An activated warning to drivers that pedestrians are present and intend to cross the road.

• Driver yield rate is increased from 18% to 81% (Federal Highway Administration)

• Pedestrian crashes are reduced by 47% (National Cooperative Highway Research Program)

• Does not force drivers to stop• Pedestrians still need to pay

attention

• Not recommended for high-speed areas• Intended for installation at mid-block locations• When installed at intersections, additional conflict points are created• Two-stage crossings should be considered on multi-lane roadways• Needs to be paired with other improvements to be effective, such as

lane reduction and lowering speeds• Beacon education required

Pedestrian Hybrid Beacon (HAWK)

A pedestrian hybrid beacon is a pedestrian-activated signal designed to make drivers aware pedestrians are crossing the street.

• Driver yield rate is increased to 97% (Federal Highway Administration)

• Pedestrian crashes are reduced by 69% (Federal Highway Administration)

• Total crashes reduced by up to 29% (Federal Highway Administration)

• Requires vehicles to stop for pedestrians

• Does not force drivers to stop• Pedestrians still need to pay

attention• Should meet guidelines

for existing or projected pedestrian volumes

• Not recommended for high-speed areas• Intended for installation at mid-block locations• When installed at intersections, additional conflict points are created• Two-stage crossings should be considered on multi-lane roadways• Needs to be paired with other improvements to be effective, such as

lane reduction and lowering speeds• The Minnesota Manual on Uniform Traffic Control Devices (MN

MUTCD) contains requirements for installation of pedestrian hybrid beacons that need to be considered

Safe Routes to School Plan

Documentation of a comprehensive approach to make it safer and easier for students to walk and bike to school.

• A completed plan sets the agencies up for competitive funding opportunities to implement improvements and programs

• A comprehensive approach is more effective in increasing physical activity and reducing injuries

• Many improvements need to be implemented before walking and biking to school is encouraged

• A comprehensive approach requires embedding Safe Routes to School into city, county, and school district priorities

• Successfully completing and implementing a plan involves dedicated lead personnel and time frames

• A Safe Routes to School Plan will not promote walking and biking across Diffley Rd under current conditions

SAFETY IMPROVEMENTSLONGER-TERM IMPROVEMENT OPTIONS DIFFLEY ROAD (COUNTY ROAD 30) SCHOOL AREA

Improvement Option What is it? Benefits Challenges Considerations Notes/Comments

School Access & Route Modifications

Planning of the location, spacing, design, and operation of driveways, median openings, and street connections to a roadway

• Better organizes vehicle and pedestrian movements• Separates conflicts to more manageable levels• Increases effectiveness of traffic control • Improves traffic flow during peak travel periods• Creates opportunities for safer at-grade pedestrian crossings

• May change circulation patterns on city streets and on-site

• Wide variety of needs and abilities using the system• Conflicts between multiple modes• Resistance to change

• Additional driveway to serve High School/Middle School Entrance

• Potential daily closures of Braddock Trl to reduce conflicts at existing entrances

• Potential left turn removal or median closure at Daniel Dr or Retail Driveway

Lane ReductionLane reduction decreases the number of lanes on the roadway.

• Can reduce crashes by 19% in urban areas and 47% in suburban areas (Federal Highway Administration)

• Could slow drivers down• Shorter pedestrian crossing distance• Shoulder space for bikes and emergency pull off• More space between moving vehicles and pedestrians• Reduces conflict points

• May increase school time delays• Reduces gaps available for pedestrians

• Peak hour volumes near the schools currently dictate the need for a 4 lane roadway

• Access modifications may be necessary to reduce peak hour travel flows to acceptable levels

Roadway Lighting/Pedestrian Lighting

Illumination of the roadway and/or pedestrian surface and conflict points from light fixtures (roadway - 25’ and 40’ tall) and (pedestrian - 12’ and 25’ tall)

• Reduction in nighttime fatal crashes of up to 65% (National Cooperative Highway Research Program)

• Reduction in nighttime crashes involving pedestrians of up to 52% (National Cooperative Highway Research Program)

• Improved visibility of intersections and crossings• Increased security and reduced crime• Can help to direct nighttime navigation

• Only effective with pedestrian lighting• Lighting should be positioned at the approach of all

conflict points which can result in bright spots• Lighting levels needed for high traffic corridors can

shed light pollution on adjacent residential areas

• Should be paired with education and facilities that encourage pedestrians to travel where lights are

• Low to high light levels requires drivers eyes to adjust from before potential conflict points

Median Refuge Island/Offset Median Refuge Island

A median refuge island is a protected space placed in the center of the street to facilitate 2-stage crossing.

• Pedestrian crashes reduced by up to 46% (Federal Highway Administration)

• Can enhance crossing visibility and reduce speed of vehicles• Pedestrians can focus on crossing one direction of traffic at a

time

• Does not increase driver awareness of pedestrians

• The design must accommodate pedestrians with disabilities

• Refuge medians need to be at least 8 feet wide

• Often used with bump-outs• Islands should be enhanced with street lights,

signs, and/or reflectors• Maintenance and snow removal

Pedestrian Overpass or Underpass

A dedicated, grade separated pedestrian route either below or above ground.

• Removes conflict point between pedestrians and vehicles

• Can be difficult to fit in this area’s existing environment

• Footprint and cost vary between an underpass and an overpass

• Implementing structure where pedestrians are walking

• Steep grades between Diffley Rd and the schools

• Needs to be placed on the shortest path to the school

• Could be located at Daniel Dr, Braddock Trl, or between Daniel Dr and Braddock Trl

• Should be paired with other treatment such as fencing to encourage use

• Should be paired with education and facilities that encourage pedestrians to cross Diffley Rd by grade-separation

Bump-outs

Curb extensions that increase the overall visibility of pedestrians by aligning them with the edge of travel lane.

• Reduces crossing length for pedestrians• Allows for users to select smaller gaps• Reduced speeds• Tightens turns, encouraging slower turning speeds

• Abrupt bump-outs can be hazardous for drivers in higher-speed areas

• High-traffic corridors

• Diffley Rd does not have shoulders/area today that provide for adding this option

• Complicates snow removal, surface drainage, and traffic signing

RoundaboutA controlled intersection that vehicular traffic moves counterclockwise around a central island.

• Vehicles move through the intersection at 15-20 mph• Greater human interaction between drivers and pedestrians• Two-stage pedestrian crossing• Simplified decision making for drivers and pedestrians• Effective in moving heavy left turning traffic• Reduces traffic congestion, delays, and serious injury crashes

• Larger footprint than traditional intersections• Right-of-way needs• Driver understanding of yield upon entry• Aggressive driving• Unbalanced entering volumes

• High School/Middle School Driveway on Braddock

• Diffley Road/Braddock Trail• Diffley Road/Daniel Drive

Traffic Signal

An intersection control device that sorts conflicts through allocation of green time. Assigns order of movements through phasing.

• Adaptive to changing traffic demands• Provides pedestrian crossing phase• Commonly understood by drivers• Custom timing to specific needs at the intersection• Can be synchronized with adjacent traffic signals

• Vehicle speeds vary between 10-45 mph• Over reliance on traffic control device• Turning vehicle conflicts with pedestrian phase• Increase risk of rear end crashes• Increase risk of injury crashes• Creates delay for higher volume movements• Complex decisions for drivers and pedestrians

• Improvements to existing Braddock Trail signal• New installation along with access

modifications• Requires meeting minimum traffic volume

thresholds (Minnesota Manual on Uniform Traffic Control Devices - MN MUTCD)