Southwest Path at West Washington Avenue Update

Evaluation of Lane Reduction Test on West Washington Avenue

Background

On September 3, 2024, City Traffic Engineering staff implemented temporary lane closures on West Washington Avenue at the Southwest Commuter Path crossing. This reduction from two lanes in each direction to one lane per direction was a response to recent, serious bicycle crashes at the intersection. The main issue identified was a “dual threat” scenario, where one vehicle would yield to path users, while the adjacent vehicle would not, leading to crashes. Reducing the lanes aimed to eliminate this threat and improve safety.

Crash History Analysis

The crash history at the intersection revealed a recurring pattern of accidents. The installation of a rectangular rapid flashing beacon (RRFB) in 2017 unintentionally gave both path users and drivers a false sense of security. Path users felt safer crossing when the RRFB was active, without ensuring drivers were yielding. Drivers, on the other hand, felt more secure when the RRFB wasn't flashing, potentially not noticing crossing path users.

Additionally, “piggybacking” became common, where path users would speed up to cross with another user after seeing drivers yield. This is particularly dangerous for bicyclists and runners, who often cross at higher speeds. The RRFB flash time, set at 30 seconds, is designed for pedestrians walking at a slow pace. This leads to periods where drivers are faced with flashing lights, but no path users present, causing desensitization to the signals and contributing to the problem.

Observations During the Test

Initial feedback during the lane reduction test was positive. Path users felt safer, and drivers seemed more willing to yield without worrying about adjacent lanes. Since the lane reduction on September 3, there have been no reported crashes.

However, the lane reduction has led to reduced traffic capacity. On weekday afternoons, outbound traffic often backs up into the Bedford Street intersection due to high volumes of path users crossing. Additionally, traffic volumes on West Washington Avenue are lower than pre-pandemic levels, and significant increases are expected during the John Nolen Drive reconstruction project from 2025-2027.

Other issues observed during the test included runners and cyclists not activating the flashers, piggybacking by users, and periods of constant flashing.

OCR Order

On November 26, 2024, the Office of the Commissioner of Railroads (OCR) ordered the removal of the RRFB and recommended replacing it with a traffic control device that could be interconnected with the railroad warning system. The OCR suggested replacing the RRFB with a traffic signal or pedestrian hybrid beacon (PHB).

Alternatives to RRFB

• Pedestrian Hybrid Beacon (PHB): The OCR recommended a PHB, which can be interconnected with the railroad system. However, Traffic Engineering staff believe that the flashing sequence of a PHB would conflict with the railroad signals, leading to driver confusion. Additionally, the PHB would cause longer delays after pedestrians cross, which could result in lower compliance. The estimated cost of a PHB is $100,000-$200,000.
• Fully Signalized Intersection: A fully signalized intersection resolves several issues by clearly defining right-of-way and interconnecting with the railroad system. While it is likely to improve compliance, there could still be issues with path users not waiting for the signal. This option costs between $200,000 and $300,000.
• Removal of RRFB with Four Traffic Lanes: This option would reduce crashes by increasing driver caution, but it would not provide a safe, stress-free crossing for path users. It is not ideal for a high-use path and would likely lead to complaints and lower compliance.
• Removal of RRFB with Permanent Lane Reduction: This would improve safety for path users compared to the previous option but still creates traffic congestion. This could lead to additional crashes at nearby intersections and is a potential long-term issue.

City Staff Recommendation

Traffic Engineering staff recommend removing the RRFB and replacing it with a fully signalized intersection, maintaining the current street geometry with four traffic lanes. This approach clarifies the right-of-way for both drivers and path users while preventing further congestion.

Next Step

City Traffic Engineering staff will present this information and ask for an approval of the full traffic signal at the Wednesday, January 22 Transportation Commission meeting, which is open to the public and held virtually on Zoom starting at 5:00 p.m. Information on how to attend the meeting and provide public comment is located here. Please see the presentation slides for further information.