School Crossing Survey (Prelim)
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DEAN BOYER, P, E.
CITY ENGINEER
BUILDING OFFICIAL
CITY - COUNTY BUILDING
300 WEST ASH STREET
P. O. BOX 746
SALINA. KANSAS 67401
D. W, BASSETT
ASST. CITY ENGINEER
RON TREMBLAY
DEPUTY BUILDING OFFICIAL
Janual~y 27, 1972
THE HONORABLE MAYOR ROBERT C. CALDWELL
BOARD OF CITY COMMISSIONERS
CITY OF SALIN,c"
Re:
"School Crossing Survey"
Gentlemen and Mrs. Cooper:
We are hereby submitting the "School Crossing Survey" which was
requested at the City Commission meeting on December 20, 1971.
The survey includes complete documented data on the existing
school crossings. The survey also includes suggested guidelines
from the "Manual on Uniform School Crossing Contl~ols for School
Chil d Safety" pub 1 i shed by the Traffi c and Safety Department of
the State Highway Commission of Kansas - 1967; and from the "Manual
on Uniform Traffic Control Devices" published by the Federal Bureau
of Public Roads - 1970 edition.
Due to the volume and complexity of the data and thought that
has gone into this survey, we would suggest that you thoroughly read
the survey and familiarize yourselves with the contents. We would
then suggest a meeting to discuss the survey in detail with the City
Commission, personnel involved with the survey and other staff people
who are responsible for various facets of community safety.
Respectfully submitted,
li " ;J -~
j /0. ) ,:-) /('/~//¡ /
0.- ~J. Bassett, Traffic Engineer
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Dean Boyer, City Engineer
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8
JANUARY 27, 1972
8
SCHOOL CROSSING SURVEY
SAL I NA, KANSAS
Prepared by:
ENGINEERING DEPARTMENT
CITY 0 F SALI NA
8
TABLE OF CONTENTS
SECTION
----
A
PURPOSE AND SCOPE - - - - - - - - - - - - - - - - -
TRAFFIC - - - - - - - - - - - - - - - - - - - - - -
B
SCHOOL SIGNS - - - - - - - - - - - - - - - - - - -
School Advanced Sign
School Crossing Sign
School Speed Limit Sign
C
D
E
F
8 G
H
I
J
K
L
M
N
0
SCHOOL ZONE - - - - - - - - - - - - - - - - - - - -
MID-BLOCK CROSSINGS - - - - - - - - - - - - - - - -
PARKING RESTRICTIONS - - - - - - - - - - - - - - -
LOADING ZONES - - - - - - - - - - - - - - - - - - -
SIDEWALKS - - - - - - - - - - - - - - - - - - - - -
SCHOOL SAFETY COMMITTEE - - - - - - - - - - - - - -
ACCIDENT PREVENTION - - - - - - - - - - - - - - - -
CROSSWALKS - - - - - - - - - - - - - - - - - - - - 12
SAFE GAP-BLOCKADE CONCEPT - - - - - - - - - - - - - 13
METHODS OF PROTECTION - - - - - - - - - - - - - - - 17
SCHOOL AREA TRAFFIC SURVEY - - - - - - - - - - - - 23
SCHOOL DISTRICT TRAFFIC CONTROL - - - - - - - - - - 30
ILLUSTRATIONS
8
Safe-Gap Blockade Concept - - - - - - - - - - 14
Standard School Signs - - - - - - - - - - - - 49
No-Stop Intersection Signing - - - - - - - - - 50
Two-Way Stop Intersection Signing - - - - - - 50
Four-Way Stop Intersection Signing - - - - - - 51
Signalized Intersection Signing - - - - - - - 51
School Area Signing - - - - - - - - - - - 52 & 53
Push Button Traffic Signal - - - - - - - - - - 54
Parking Restrictions - - - - - - - - - - - - - 55
SUMMARY - - - - - - - - - - - - - - - - - - - - - - 56
PAGE
1
2
3
4
5
5
5
6
7
8
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PURPOSE
A survey of existing controls at school crossings to determine
if they are uniform.
To develop a signing plan to standardize the
signing and controls at similar type crossings.
To develop criteria
to be used in establishing the need for signing and traffic controls
at the school crossings.
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SCOPE
This report is 1 imited to a survey of the ,present signs, traffic
controls and pedestrian controls at all school crossings presently
designated in the City of Salina.
Traffic counts and pedestrian counts
at these school crossings and the development of suggested criteria
to be used in establishing the need for traffic control at these
designated crossings.
This survey is not to be interpreted as a school crossing manual.
It should be used as a study from which a "Standard School Crossings"
manual could be developed for the coming 1972-73 school year.
8
1
8
SCHOOL CROSSING SURVEY
SECTION A
TRAFFIC
Traffic~ by one of numerous definitions, is the movement of people
from one location to another.
Whether by plane, auto, bicycle, or afoot,
someplace at sometime, the various types will be in conflict, one with
the other.
Obviously, when two movements \'Jith certain volumes and speeds
come in conflict, some type of control becomes necessary in order to
assure" a safe and even flow of both movements.
Traffic, as defined by
the engineer, is broken down into two categories:
vehicles and pedestrians,
with separate signal lights and signs to control each movement.
l-Jarrants
have been established by the engineer for the installation of controls
8
where the various movements are in conflict.
Thus we come to the controversial problem of School Traffic Control.
Today, School Traffi c Safety i s part of the community safety problem.
It has become a focal point due to the mass movement of the student
population to and from school areas at certain times of the day.
HoVlever,
according to our national accident records, these are not the most dan-
gerous hours of the day for the school age population.
Ch il dren i n
this age group are involved in injury or fatal accidents more often
during the hours away from school.
This points out the fact that home
training, school safety education and safe driving practices must.be
extended throughout the day in all parts of the community.
8
The Traffic Engineer utilizes signs, signals, and pavement markings
to protect the pedestrian.
The local government enacts the laws to
provide the necessary controls and regulations.
The Police Department
2
8
is responsible for enforcement of these laws.
The school can provide
safety education in the class room.
The parent then has the obligation
to understand traffic regulations and control measures and make sure
their children also understand them.
Only parents can give pre-school
children the necessary instructions in safety pedestrian practices.
Poor parental example and lack of supervision can defeat the positive
efforts of others to provide child safety.
SECTION B
SCHOOL SIGNS
School signs are in the warning device classification to alert
motorist of a hazardous condition ahead.
The "new look" in school signs
is one of the biggest changes in school area traffic control standards.
e
The new standards recognize the fact that school area traffic control
i s uni que, and as can be seen by Fi gure "A and 8", Page 49, these
signs were developed with a unique shape.
The school advance sign, Figure "A", Page 49, is intended for use
in advance of locations where school buildings or grounds are adjacent
to streets or highways.
It may also be used in advance of established
school crossings not adjacent to a school ground.
Wherever used, the
sign shall generally be erected not less than 150 feet nor more than
700 feet in advance of a school ground or school crossing. The sign
shall be a minimum of 30 inches in height and width.
This sign will
replace. the old sign, "SCHOOL ZONE and SCHOOL CROSSING AHEAD".
The school crossing si5LD-, Figure "B", is intended for use at
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established crossings including signalized locations used by pupils
goi ng to and from school, except that at crossi ngs controlled by stop
3
signs, the sign should be omitted.
Only crossings adjacent to schools
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and those on established school pedestrian routes shall be signed.
v./hen
used, the sign shall be erected at the crosswalk or at the minimum dis-
tance possible in advance of the crossv/alk and shall be a minimum 30"X30"
size.
This sign will replace the old "SCHOOL CROSSING" sign.
The school speed limit sigQ shall be used to indicate the speed
limit where a reduced speed zone for the school area has been established
in accordance with the law or when the speed limit is specified for such
areas by statute.
The sign shall be either a fixed message sign assembly or a variable
display type sign.
The fixed message sign assembly shall consist of a
top panel, Figure "0", Page 49, a 24"X8" sign with legend "SCHOOL"
8
in black on a yellow background.
A "SPEED LI~1IT" sign, Figure "H",
24"X30" shall be displayed beneath the school sign and shall be black
on a white background.
The bottom panel, Figure "E", "F" or "G" indicating the specific
period or periods of the day and/or days of the week when the special
school speed limit applies.
The bottom panel shall be 24"X1O" or larger
if needed and shall have a black legend on a white background.
A lterna te
legends such as "WHEN CHILDREN ARE PRESENT" or "8:00 A.~1. TO 4:00 P.M."
or "8:00 A.~1. TO 4:00 P.H. SCHOOL DAYS" may be used when adopted by local
ordinance.
See Figure "J", Page 49.
SECTION C
SCHOOL ZONE
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Streets adjacent to school property should be posted with the
advanced school sign, FigLlI'e "N', Page 49, erected not less than 150
4
e
feet nor more than 700 feet in advance of the school grounds.
SECTION D
MID-BLOCK CROSSINGS
Mid-block crossings within the school zone should be posted with
the crosswalk sign, Figùre "B", Page 49, placed adjacent to the cross-
walk.
When the school is located on a major street carrying heavy or
fast traffic, then the flashing signal, Figure "K", or the sign assembly
Figure "J", Page 49, shall be posted in advance of the crossing to warn
both ~hrough and turning vehicles of a potential hazard in the crosswalk.
SECTION E
PARKING RESTRICTIONS
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Parking regulations are an important part of the school safety
program.
No parking should be permitted within 30 feet on the approach
to any stop sign or traffic signal at any time and if the intersection
has been designated as a school crossing, the parking should be restricted
for a distance of 100 feet on the approach to the intersection during
the time school children are likely to be crossing.
Parking on the
school side of the street or streets adjacent to schools should be
prohibited between the hours of 8:00 A.M. and 4:00 P.M.
See parking
signs Figures "L", "Wand "W, Page 49.
SECTION F
LOADING ZONES
8
Loading and unloading, particularly in inclement weather, can
create an extremely hazardous condition if improperly controlled.
Loading zones should be well marked and always located on the school
side of the street at least 30 feet from a crosswalk.
~Jhen poss i b 1 e
5
8
a loading zone should be located on the side street away from the main
school entrance.
SECTION G
S I DEVJAL KS
Much time has been devoted to traffic surveys, compiling of stat-
istics and devising suitable controls for a safe pedestrian crossing
of traffic ways.
These are to no avail if sidewalks are not provided
for the children and they are forced to use the street in going to
and frpm school.
Such is the case in many of the newer additions in
Salina.
Also, some of the schools do not have sidewalks around the
school property.
The lack of sidewalks in school areas is a serious
weakness in the Salina school traffic safety program.
Side\val ks
8
should be available to schools on both sides of the street and should
extend to the point of dispersion of the students.
Fencing is an
excellent safety device and eliminates the vehicle and student conflict
which occurs during the play period and at school dismissal.
The
separation of vehicular traffic from pedestrian traffic, should be ex-
panded and encouraged.
When a school district line can be located
along a traffic thoroughfare, this eliminates the need for any school
child to cross that thoroughfare in going to and from school.
This
should be recognized as an important factor in planning the location
of future schools.
The need of providing adequate teacher vehicle parking in an off-
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street facility is a necessity in advance planning and should be given
considerable study in the formulation of new and expanded school sites.
6
8
SECTION H
SCHOOL SAFETY COMMITTEE
Obviously the activities and interests of many individuals and
organizations must be coordinated if a community is to have an effective
pedestrian safety program for school children.
The School Safety Committee shoul d i ncl ude the fa 11 owi ng personnel:
8
1.
2.
Director of Safety.
Chief of Police or police officer
responsible for traffic control.
3.
Traffic Engineer.
4.
5.
City Pl anner.
Safety education supervisors for
public and parochial schools.
P.T.A. Council Safety Chairman.
6.
7.
Junior Chamber of Commerce Representative.
Chairmanship of the Committee should be assumed by one of the
organizations represented in the membership with the Director of Safety
as Committee co-ordinator.
The Committee should guide the development
of the school pedestrian safety program through policies and procedures
established for use on a community wide basis.
The Committee should
also encourage public understanding and support for the program through
educational publicity and establish procedures for processing request
and complaints concerning school traffic conditions.
8
7
.
SECTION I
ACCIDENT PREVENTION
It is important that children be taught to walk on sidewalks.
When sidewalks are not available, to walk on the shoulder or far left
hand side of the street or highway.
This is a parental responsibility
and should also be a part of the child's safety educat'ion in school.
Most children of school age are injured or killed at locations
other than at school crossings and when going to and from school.
Therefore, the necessity of teachi ng chil dren safe practi ces for thei r
use at all street crossings and other traffic locations becomes extremely
important in order that they can assume the responsibility for their
own safety as early in life as possible.
e
The following pedestrian accident summary was taken from the latest
"Manual on Uniform School Crossing Control" prepared by the Kansas State
Traffic Department, which shows the number of accidents in Kansas involving
school age children 5--14 .years of age dur'ing a five (5) year peri~_~
January 1, 1962 to December 31, 1966, graphically presents the need
for more traffic safety training for children.
SCHOOL CHILDREN GOING TO AND FRŒ1 SCHOOL
AGE GROUP
FATAL
5-9
10- 14
Unknovm
4
0
0
4
TOTAL:
STATE-WIDE PEDESTRIAN ACCIDENTS INVOLVING CHILDREN
..- --- ----.---.'----
AGE GROUP
P ERSON,1I.L I NJ URY
493
785
293
FATALITI ES
36
38
5
8
0-4
5-9
1 0- 1 4
TOTAL:
1 ,561
8
79
8
A total of 4 child fatalities going to and from school as compared
to a total of 79 fatalities involving children, only about five (5)
percent of the fatalities vlhich occulTed, r-elated to the school problem.
Of the four (4) fatalities involving school children going to and from
school, out of a total of 79 pedestrian fatalities in the same age group,
only one (1) occurred at/or near a controlled school crossing.
MOTOR VEHICLE ACCIDENT INJURY EXPERIENCE
. ---
Injuries and fatalities of children 0-14 years of age inclusive,
in Kansas during these five years while riding in motor vehicles.
IN MOTOR VEHICLES PEDESTRIAN
--
Ki 11 ed Injured Ki 11 ed Injured
8 310 13,877 79 1 ,561
BICYCLES
--
Killed
I nj ured
20
4 child pedestrians killed going to and from
school in. these five years.
79 child pedestrians killed in these five years.
1,561 child pedestrians injured in these five
years.
Although the first two summaries, Page 8, definitely sho\'J that
school age children need the guidance and supervision of adults, the
summary, shO\^Jn above conclusively proves that more children wc-re killed
or injured while riding in a motor car driven by a parent or other driver.
Out of a total of 409 children killed and 16,475 injured; 75.8
percent.of the children killed and 84.2 percent of the children injured,
were killed or injured in accidents involving adult drivers of motor
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vehicles, when the children were under the supervision of adults, and
not going to and from school.
9
1,037
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It is evident then that small children attending school for the
first time or attending a new school should be instructed by both
parents and teachers as to the correct route that they should follow
in going to and from school.
On that first day, they should be taken
over the route selected for their safe walking by the parent.
Subse-
quent follow-up with the children should be made by the parent to
determine whether the selected route is being used consistently.
Children going to and from school cross a number of streets without
the school crossing control which would be regularly found on the
highways or streets at school locations.
Since children are most
often injured crossing streets away from the school, instructions and
guidance for the school child is needed.
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The following pedestrian accident graph for Salina shows accidents
involving school age children during the last five (5) years at the
sixty-eight (68) locations under study.
These locations are most
vulnerable for school children accidents because they are all on school
routes.
involving school age children:
(1.) Ten of these chi 1 d acci dents
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In summarizing the accidents, we found a total of 19 accidents
occurred while riding in a vehicle under the supervision of an adult
driver, (2.)
Five of these children were injured while walking through
an intersection, and (3.) FouC children were injured \'Jhile riding
bicycles.
(4.) Onl.'Lthree of these accidents happened during the' t-ime
the child was going to or from school.
This points out the fact that
more children are involved in accidents at times other than during the
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time they are going to and from school.
10
8
Therefore, there may be a need for full time protection, such as
actuated pedestrian signal lights, so the child can create a gap in the
vehicular traffic sufficient for him to cross the street at any time.
------
LOC/\TION
---'---------
8
00 SOUTH NINTH
HNTH - CRM'JFORD
ANTA FE - CRAWFORD
~AYNE - ROACH
ELMO NT - ROACH
INTH - CLOUD
ANTA FE - REPUBLIC
CRAWFORD - CHEROKEE
PHILLIPS - WALNUT
PHILLIPS - SOUTH
CLOUD - OSBORNE
IRON - COLUì1BIA
NINTH - IRON
TOTAL:
8
--- -
....J
0
wo
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ø LLJ -~ 1-1 Z :c l/)
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1-10 0 ....J c.::J ¿
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0:1.: 1-1 LL
>0 W W W :c
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1-1 W 1-1 LtJ 1-1 1-1 0
ø :r:.....J :r: :r: 0
1-- c:( :s: 0 :s: :s: I-- 0 >-
"'.- 0-. W I-- f-
W....J >-:r: >- >-....J >- 1-1
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1-10 =:J > =:J =:J >- =:J z: c:(
0 ::J:: 'J 'J 'Jo 'J 1-1 I--
00 z: z: z Z 1-1 z: 0 c:(
c:( l/) 1-1 '-f 1-1 ..... ro 1-1 ø lL
-.-- -------- -- -- 1--.
1 1 0
2 2 0
1 1 0
1 1 0
1 1 0
1 1 0
. 1
6 4 1 1 0
1 1 1 0
1 1 1 0
1 1 0
1 1 0
1 1 0
1 1 0
--
19 10 5 4 3 0
- -
11
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SECTION J
CROSSl'J{\LKS
Intersections and crossv!alks vary in complexity due to the location,
layout and volume of traffic.
For the purpose of this report, school
crosswalks will be classified by:
~~
1. Those need-j ng no protecti on. ""'"
2.
3.
Those needing limited protection.
\
\
Those needing mechanical traffic controls~
I
/
Mechanical protection where few children cross a minor street of
average width and a low vehicle volume is obviously impractical and
economically unfeasible.
This type of crossing actually represents
the majority of the school crossings and it is here that the child is
vitally dependent upon the training he has received at home and school.
8
Limited protection becomes necessary as the number of children
increase, combined with the speed and volume of vehicle traffic, to
the extent there are insufficient gaps in the traffic to permit a safe
crossing; this is, to walk (not run) from curb to curb.
~Je 11 tra i ned
student patrols can handle crossings where the volume of traffic is
as high as six vehicles per minute.
necessary.
8
There is no clear cut point at which mechanical protection becomes
This type of protection depends on the following conditions:
a.
Vehicle traffic volume and gaps in traffic.
Vehicle traffic speed.
b.
c.
Pedestrian traffic volume and age of pedestrian.
d.
l. i dth of street.
e.
Physical design of street (e.g. liT" intersection).
f.
Parking restrictions in vicinity of crossing.
g.
Interference from side street traffic.
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The degree of hazard must be determined before an effective ped-
8
estrian protection can be established.
Determining the number of safe
gaps in traffic, which in turn establishes the degree of hazard, requires
an engineering study at each specific location.
From this study then
comes the method, or combination of methods, of control.
SECTION K
SAFE GAP-BLOCKADE CONCEPT
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The key to safety in crossing any street is the safe gap in traffic ,,\ \,'
conc~t~ Page 14.
The following taken from a traffic engineering pub-
lication, explains this concept in greater detail.
a.
"If reasonable safety for cross i ng without control of traff'¡ c
is to be assured, natural gaps in traffic should be sufficient for the
8
child or group to walk (not run) from one curb to the other.
Observations
indicate that elementary school children walk about 3.5 to 4.5 feet
per second, 3.5 seems to be close enough for the purpose.
b.
If the time between gaps averages more than about a minute,
children singly or in groups will lose patience and either start to
play, which distracts attention from the problem of crossing and may
cause darting into the street, or they 'force' gaps too small to permit
complete crossing; that is, they filter through traffic.
c.
Large groups of children obviously require longer to cross
the street than single children or small groups.
Thirty to forty
children, as many as can ordinarily be accumulated at one time, will
straggle to expand to about 20 feet in crossing.
This is, when the
first ones are across, the last ones will be 20 feet from the curb.
8
d.
Based on these characteristics of behavior, it is possible
to compute the volume of t:affic which will not give natural gaps great
13
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! ¡TiME GAPj ¡ I SECOND
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I TIME GAP LONGER THAN ELEVEN !LESS THAN TlNiE GAP
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¡SUCCESSIVE TIME GAP
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MIN ,..A-""GA~:
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1
SAFE GAP
E,LOC XADE
SAFE GAP
TRAFFIC ENG!Nê::ERiNG
This diagram illustrates the safe gap - blockade concept of a traffic stream. To cross a street
with reasonable safety the pedestrian~ adult or chi.ld, must be assured natural gaps in traffic,
or be controlled, to provide safe artificial gaps. Any natural traffic stream may be considered
as composed of safe gaps and blockades as illustrated. Safe Gaps are those spacings or time inter-
vals bc~t'Neen vehicles vlhich are of sufficient length for pedestrians to cross the roach¡ay. Bloc;ç-
ùdes are those portions of the moving traffic stream between safe gaps, or those periods w~en r~
cannot be considered safe to cross the roadway. The 11 second time gap shown in this diagram is
for a 33 foot width street.
14
enough and frequent enough to permit children to cross without traffic
8
i nterfe!'ence.
For example, if small groups of children must cross a
40 foot street, natural gaps long enough to permit walking clear across
will occur on the average of more than one a minute with traffic volumes
(total of both directions) up to 500 vehicles per hour.
Above that
volume, natural gaps will be shorter and less frequent.
e.
Some factor of safety is needed to allO\'/ for slower \lJalkers,
inability of children to judge bordel~line opportunHies to cross and
other unfavorable conditions.
This factor of safety is provided.
The
whole width of the street is rarely blocked simultaneously so that
a child can start across while the opposite side is blocked.
The ob-
structing vehicle will have cleared before there is any conflict with
the pedestrian; thence, the actual time available for crossing is greater
8
than that used as a basis for calculation.
This is especially true
at school crossings because the children cross the street in one
direction only during a gap in traffic./I
The data contained in the following table on the next page was
obtained, by the Kansas Highway Commission, from analyzing the field
data resulting from studies of more than 75 school crossings in the
State.
Subsequent studies made regularly have verified this data.
8
15
--..---..-..-- -'--'------------..---------
NATURAL TRAFFIC GAP TAGLE
8
-----------
STREET WIDTH FEET
REQUIRED CROSSING TIMES
I N SECONDS
~1AXmU¡'1 TRA.FFIC
VOLUMES PERMITTING
ONE SAFE GAP PER
t~INUTE, VEHICLE
VOLUì.1E PER HOUR
- .
---'--"'" -----.-----
25
30
35
40
45
50
55
60
65
70
75
-SO
13
14
14.5
15
15.5
16
16.5
17
17.5
18
19
20
600
575
565
540
520
490
460
425
385
340
325
300
liThe use of this table of tI~affic volumes and crossing times in
8
conjunction with school crossings has been tested successfully at a
number of school lanes throughout Kansas since the original study was
completed.
The vehicular spacing frequencies in the above table
indicate for a pedestrian waiting to cross the street, that he will
be able to do so at any time with a minimum of delay.
\~henever traffi c
volumes on the street exceed the volumes given for any street width,
it then becomes necessary to inten'upt vehicular flol;/ to permit safe
crossing of the street.
In other words, it becomes necessary to create
a suitable gap when the same does not occur regularly in the traffic."
8
16
8
SECTION L
METHODS OF PROTECTION
It is the responsibility of the chil_ci aided by the school patrol
,'\"
~' ),.
,c
member or by a mechanical device to select the proper gap in traffic
and safely cross the street.
When there is less than one natural safe
gap per minute, those re~ponsible must establish controls to create
adequate artificial gaps.
This is the basic axiom of school crossing
protecti on.
I
,
Safe gaps may be provided by either installing pedestrian actuated ¡
/
school crossing signals or completely signal-izing the intersection. /
The most difficult question to ansv:er is, "When should patrol
protection or a signal be used to protect a particular crossing location?/I
8
As previously stated,
Traffic Engineers are able to analyze statistical
data from various crossings and determine theoretically the comparative
safety for specific crossings.
Through the recording of the data taken
from-actual crossings and the evaluation of their safe operations, em-
pirical formulas have been devised.
This has led to the setting up
of s tandal~ds or criteri a, \^lh i ch are ca 11 ed "\varrants II.
When these
warrants are met, that is to say when vehicle and pedestrian volumes
for a specific length of the crossing reach the level requiring a part-
icular type of control, every eHon is made to provide the type of
control or traffic protection suitable to the warrant.
The simple fact that a crosswalk exists in the proximity of a
8
school, warrants the placement of school crossing signs.
However, the warrant for a school crossing signal or fully signalized
intersection is, understandably, much more complicated.
School sa!~~y~ro12 have proven very use~ul since their inception
17
in Salina.
\,
When properly used, the patrol fulfills a three-fold purpose.\
l
"
'¡, \
8
First, it provides supervision at a crossing which needs only limited
" ,,;'
protection.
Second, its members instruct and guide younger children to
correctly choose safe gaps enabling them to cross streets safely.
Third,
it provides the child with a better understanding of safety, creates
leadership and a sense of responsibility.
There is a ge~e)~a 11 y_~ç,çepted co,J.1Cel2J:..- amon q_..? a fety educa tors tha t
~ils should be taught at ~n ea~JY aqe ho\v to cross streets safel~
" .
\ ~
:\
Parents and educators are the 10gic~L-o~~~to do th~jo~
In no case should the patrol member be expected to assume the
/
,/
responsibility of directing vehicular traffic.
When sufficient natural
safe gaps do not occur in traffic, artificial safe gaps should be
mechanically provided only by authorized devices.
8
School crossing signals installed in Salina shall be of the standard
type with red, yellow and green indications to motorists.
They should
be mounted at intersecions in standard position on pedestals or mast
arms and display a solid green to motorists 24 hours a day except when
actuated by a pedestrian.
They are different from regular traffic
signals in that they do not control side-street traffic, but instead
have the push button for actuation by pedestrians.
They are always
signed as school crossings.
t~hen pedestrians approach to cross the street, they push the button
which actuates the light.
The signal goes from solid green to amber,
which is visible to motorists for approximately 3.5 seconds, providing
time for passing vehicles to cleal' the crossing and approaching vehicles
time to s to P .
This 3.5 second clearance time is followed by the red
8
stop indication.
Red represents the pedestrian crossing time and
clearance time and is present for a specified number of seconds at each
18
individual crossing.
After each pedestrian crossing and clearance
8
interval, the signal reverts to solid green for a certain amount of
time at each individual crossing before the signal will again respond
to pedestrian push button demands.
This enables traffic to flow with-
out unreasonable delay before providing another safe gap for pedestrians
within a reasonable time.
"
, 'i/
\\ l>'
J/j
Minimum pedestrian signal volume "arrants are satisfied "hen fO~
each of the school crossing periods the following exists: \
1. Traffic volume (V) must total at least 600 vehicles per hour \
during the crossing period, and the minimum number of children crossing.
in anyone school crossing period must not be less than 35.
2.
The product of the traffic volume stated in thousands of
vehicles per hour during the crossing period, multiplied by the number
8
of children (N) crossing to or from school must exceed 20.
s ta ted thus:
It may be
V ~
(N) = H (which shall be known as the hazard factor)
1000
When IIH" exceeds 20, the signal is vJarranted.
This warrant is based upon the traffic safe gap concept to establish
a uniform scale for measuring need for school crossing signals. c.~
.\'
,\-'-
l~"
A school crossing signal may be supplemented by a safety patrol ",Lv'
member who has been schooled in the signal's operation.
Traffic signals, with which we are all familiar, are intended as
a control of vehicular traffic.
It is highly desirable to use this
regular signal at any school crossing which meets the minimum warrants
8
for traffic signal installation.
The Traffic Engineer uses the warrants
recommended by the Institute of Traffic Eng-ineers in determination of
19
whether or not traffic signals should be installed.
The I'larrants for
8
this signal. as set forth in the I'Manual of Uniform Traffic Control
Devices", published by the Department of Colìlmerce, and accepted by the
Bureau of Public Roads' are:
1.
The vehicular volume warrant is satisfied when for each of
----
any eight hours of an average day. the traffic volumes given in the
following table exist on the major street approach to the intersection
and on the higher volume minor street.
TABLE 1
---
MINIMUM VEHICULAR VOLUMES FOR REGULAR TRAFFIC SIGNAL INSTALLATION
HIGH VOLUME INTERSECTING TRAFFIC
NUMBER OF LANES FOR
MOVING TRAFFIC ON
EACH APPROACH
VEHICLES PER HOUR ON
MAJOR STREET (TOTAL OF
BOTH APPROACHES)
VEHICLES PER HOUR
ON HIGHER VOLUr'1E
MINOR STREET APPROACH
(ONE DIRECTION ONLY)
8
MAJOR
STREET
MINOR
STREET
._-----
1
2 or more
2 or more
1
1
1
2 or more
2 or more
500
600
600
500
150
150
200
200
2.
The "interruption of s;ontinLl.Qus traffic" warrant is satisfied
when for each of any eight hours of an average day the traffic volumes
given in the following table exist on the major street and on the higher
volume minor street approach and the signal installation will not seriously
disrupt progressive traffic flow.
8
20
TABLE 2
8
------
MINIMUM VEHICLE VOLUMES FOR REGULAR TRAFFIC SIGNAL INSTALLATION
INTERRUPTION OF CONTINUOUS FLOW
NUMBER OF LANES FOR
MOVING TRAFFIC ON
EACH APPROACH
VEHICLES PER HOUR ON
MAJOR STREET (TOTAL OF
BOTH -AE?ROAQi~~)_-
VEHICLES PER HOUR
ON HIGHER VOLUt~E
MINOR STREET APPROACH
(ONE DIRECTION ONLY)
MAJOR t1I NOR
STREET STREET
1 1 750 75
2 or more 1 900 75
2 or more 2 or more 900 100
1 2 or more 750 100
3. The minimum pedestrian volume warrant is satisfied when for
each of any ei gh t hours of an average day the fa 11 mvi ng traffi c volumes
exist:
a.
On a major street 600 or more vehicles per hour
8
enter the intersection (total of both approaches);
or 1000 or more vehicles per hour (total of both
appraoches) enter the intersection on the major
street where there is a raised median island 4 feet
or more in width; and during the same eight hours
there are 150 or more pedestrians per hour on the
highest volume crosswalk crossing the major street.
4.
Progres~ive Movement.
It is occasionally found that the install-
ation of a traffic signal at a non-signalized location can be justified
based upon its position when considered within the limits of a time-
space diagram i.e. vehicles need to be channeled into groups of a size
and speed that can be handled at the next signalized intersection.
8
5.
Accident Experience as a warrant:
-----
a.
Adequate trial of less restrictive remedies
with satisfactory observance and enforcement has
21
8
failed to reduce the accident frequency; and
. b.
Five or more reported accidents of types sus-
ceptible to correction by a traffic control signal
have occurred within a 12 month period, each accid-
ent i nvo 1 V"¡ ng personal i nj ury or property damage
to an apparent extent of $100.00 or more; and
c.
There exists a volume of vehicular and ped-
estrian traffic not less than 80 per cent of the
requi rements speci fi ed in the mi ni Illum vehi cul ar
volume warrant, or the minimum pedestrian volume
warrant; and
d.
The siqnal installation will not seriously dis-
rupt progressive traffic flow.
8
6.
Combination of warrants.
Signals may occasionally be j'J~t-jfied
where no one warrant is satisfied but two or more are satisfied to the
extent of 80 per cent or more of the stated values.
These exceptional
cases should be decided on the basis of a thorough analysis of facts
and adequate trial of other remedial measures which cause less delay
and inconvenience to traffic.
Experience indicates and patrol history substantiates that a well
trained patrol member can handle the school crossing maneuver at a reg-
ular or pedestrian actuated signalized intersection.
8
22
8
s:: err c;:¡ ['!
SCHOUL
FIC SU:U¡::V
Tn c~ fe 1 ì m,d ng S Uf'v::~J Wëi$ co
c it d dur ¡ n;j the f:iO(: ths of Sc:p
t'
thn)
h L\-;ce;d\er of 19Tì on the fono\'!in~! S1 ty-'ei~:H (6<3) Sôl'¡né~ s
crGSSlr!t.is.
Listed belo~ arc the i
and a brief description of each
co-;wnn.
L
Name of the school and location.
2.
Sti'eet \!rÎ dth.
3.
Estimated time in seconds for
small CJf";~!~)~,,~if.,5h:l~\-~:~~>1t'~)";'!.H'
c t' 0 S sa_, !_! ,x" l, ¡ Ci ~;, v L , ,/, u .," .
4.
Maximum traffic volume r
hmw pet:nittinc! one' safe ~1ap
per m-inute,
8
5.
Actual vehicular traffic volume
. per hout' cross] n~¡ the schoo-;
crosswalk.
6.
Actual pedestrian traffic using
the cros~,v!alk.
7. - 17.
Designates the existing and
reconnnendc'd traffi c contfol 1'01'
each intersection used by school
childten.
18.
Hazard factor'.
The last column is markt.'d Ex, rOt' exist-¡ng traffic conttol and
Rec. fof recormnended traffic control for' each school crossing.
"
!\
EX I STI 1m
8
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SECTION rJ
SCHOOL DISTRICT TRAFFIC CONTROL
CITY OF SALINA, KANSAS
The ultimate objective is to provide the best and most feasible
protection for the school children going to and from school.
School routes which have been established, although not shown in
this report, were used to provide the proper signing and their location
in the high child concentration area.
This enables the children to
walk to school.within the protection of either school traffic control
signs, stop signs, or signalized equipment.
These establ-ished routes may cause some children to walk a longer
distance to an established school crossing where an existing traffic
control is located and to avoid the use of a hazardous crossing where
no traffic control exists.
The plans recommended in this report will meet the needs of nearly
all school crossings.
There will always be an occasional location at
which the desired plan may require some revision.
Any revisions that
are necessary Vlill be made in accordance \'Jith the latest "~1anual on
Uniform Traffi c Control" Devi ces.
The following sketches of the school
districts, show only the existing traffic control such as stop signs,
yield signs, and signal equipment and the recommended school traffic
control signs and signals.
30
8
8
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Traffic and pedestrian control in school areas is a highly sensitive
subj ect.
If all the demands of parents and others were met, there would
ahlays have to be more policemen, adult guards, traffic signals, signs
and markings than are being used at any given time.
Such demands; however,
are not always in line with actual needs.
Analyses often show that at many locations school crossing controls
requested by parents, teachers, and other citizens are unnecessary,
costly, and tend to lessen the respect for controls that are warranted.
An attempt has been made in thi s survey to sugges t the type of
traffic control devices that should produce safe gaps in the traffic
flow to allow the school child to safely cross the street if they have
received proper instructions on street crossing.
There is such a wide variance of opinion as to a method, or the
need, for controlling the pedestrian tl~affic, that this survey cannot
hope to set standards or criteria for this type of control.
\.Jhether
pedestrian control is used at all or not, seems to be a policy matter
of the unit of government having jurisdiction.
While no definite
criteria can be developed for the use of adult crossing guards~ it is
recognized that at some unusual or particularly dangerous intersection,
they may be desirable.
56
The follovring table illustrates the diversity in the use of adult
8
crossing guards.
Thi stab 1 e Vias taken from a "Kansas League of
Municipalities" pamphlet contain"Ìrlg 1971 data.
CITY POPULATION SCHOOL CROSSING GUARD
--------------
WICHITi\ 282,989 0
KANSAS CITY 169,978 33
TOPEKA 136,407 0
OVERLAND PARK 75,028 2
LAt~RENCE 32,832 7
SALINA 39,013 24
HUTCHINSON 41,119 0
PRAIRIE VILLA_GE 29,911 4
~1ANHA TT AN 24,796 9
8
LEAVENv!ORTH 28,213 2
H1PORIA 17,781 4
SHAtmEE 20,320 6
PITTS BURG 20,945 0
JUNCTION CITY 19,836
8
57