DISTRICT OF NORTH VANCOUVER
INSURANCE CORPORATION OF BRITISH COLUMBIA
A RECOMMENDED PRACTICE
FOR CROSSING FACILITIES
FINAL REPORT
DISTRICT OF NORTH VANCOUVER
INSURANCE CORPORATION OF BRITISH COLUMBIA
A RECOMMENDED PRACTICE
FOR CROSSING FACILITIES
FINAL REPORT
Opus International Consultants (Canada) Limited
Prepared by:
Susan Chu, EIT
Transportation Engineer
Vivian Law, P.Eng
Project Engineer
Reviewed by:
Sarah Rocchi, P.Eng, PTOE
Senior Transportation Engineer
December 2009
H-90029
Suite 850, 1185 West Georgia St.
Vancouver, British Columbia
Canada, V6E 4E6
Tel: 604 684 4488
Fax: 604 684 5908
www. opusinternational.ca
ISO 9001:2000 Registered
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
TABLE OF CONTENTS
EXECUTIVE SUMMARY
1.0
INTRODUCTION
1.1
1.2
1.3
2.0
Background
Study Objectives
Method
1
1
2
EVALUATION OF DRAFT RECOMMENDED PRACTICE (DEVELOPED IN PHASE 1)
FOR CROSSING FACILITIES
3.0
RECOMMENDED PRACTICE FOR CROSSING FACILITIES
4.0
SAFETY REVIEW OF TWO CORRIDORS
4.1
4.2
5.0
26
31
ECONOMIC ANAYSIS
5.1
5.2
5.3
6.0
Safety Review of Mount Seymour Road Corridor
Safety Review of Deep Cove Road Corridor
Economic Evaluation of Individual Crosswalk Locations
Economic Evaluation of Mount Seymour Road Corridor
Economic Evaluation of Deep Cove Road Corridor
PRIORITY AND ACTION PLAN
APPENDIX A
APPENDIX B
APPENDIX C
ON-SITE REVIEW OF EXISTING CROSSWALKS
ON-SITE REVIEW OF ADJACENT LOCATIONS
ECONOMIC EVALUATION OF SIX CROSSWALKS
35
38
42
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
LIST OF FIGURES
FIGURE 3.1 STRUCTURE OF THE RECOMMENDED PRACTICE FOR CROSSING
FACILITIES
14
FIGURE 3.2 CROSSWALK WARRANT
18
FIGURE 4.1 MOUNT SEYMOUR ROAD CORRIDOR
27
FIGURE 4.2 SUMMARY OF ISSUES ALONG MOUNT SEYMOUR ROAD
29
FIGURE 4.3 DEEP COVE ROAD CORRIDOR
32
FIGURE 4.4 SUMMARY OF ISSUES ALONG DEEP COVE ROAD
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
LIST OF TABLES
TABLE 2.1 LEVELS OF CROSSING TREATMENT
TABLE 2.2 NINE ADDITIONAL CROSSWALK LOCATIONS
6
6
TABLE 2.3 SUMMARY OF EVALUATION AT NINE CROSSWALK LOCATIONS
11
TABLE 3.1 INTERSECTION AND MID-BLOCK CROSSWALK CONDITIONS
15
TABLE 3.2 PEDESTRIAN CROSSING CONTROL TREATMENTS
20
TABLE 3.3 CLASSIFICATION OF PEDESTRIAN CROSSING TREATMENTS
22
TABLE 3.4 CONDITIONS FOR PHYSICAL IMPROVEMENTS
23
TABLE 3.5 SCORING SYSTEM FOR PRIORITIZATION OF PEDESTRIAN CROSSING
CONTROL TREATMENT
25
TABLE 5.1 SUMMARY OF ECONOMIC ANALYSIS OF INDIVIDUAL CROSSWALK
LOCATIONS
36
TABLE 5.2 ECONOMIC EVALUATION -- MOUNT SEYMOUR ROAD CORRIDOR OPTION 1
39
TABLE 5.3 ECONOMIC EVALUATION -- MOUNT SEYMOUR ROAD CORRIDOR OPTION 2
40
TABLE 5.4 ECONOMIC EVALUATION -- OF MOUNT SEYMOUR ROAD CORRIDOR –
OPTION 3
41
TABLE 5.5 ECONOMIC EVALUATION -- DEEP COVE ROAD CORRIDOR OPTION 1
42
TABLE 5.6 ECONOMIC EVALUATION -- DEEP COVE ROAD CORRIDOR OPTION 2
43
TABLE 6.1
46
IMPLEMENTATION PRIORITY OF STUDY LOCATIONS
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
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ES-1
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
ES-2
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
EXECUTIVE SUMMARY
Opus International Consultants (Canada) Limited was retained to develop and to
evaluate a Recommended Practice for crossing facilities in the District of North
Vancouver’s (District). This study was conducted in two phases. Phase 1
involved developing the draft Recommended Practice and conducting preliminary
evaluation of it based on four pilot locations. Phase 2 involved refining and
finalizing the draft that was developed in Phase 1 by conducting further evaluation
at additional crosswalk locations. The locations of the nine crosswalks that were
identified by the District are presented in TABLE ES-1.
TABLE ES-1 NINE ADDITIONAL CROSSWALK LOCATIONS
CROSSWALK LOCATION
1
2
3
4
5
6
7
8
9
Highland Boulevard and Colwood Drive/Ridgewood Avenue
Highland Boulevard and Belmont Avenue
Mount Seymour Road and Banff Court
Indian River Drive and Inlet Crescent
Dollarton Highway and Dollar Road
Queens Road and Mahon Avenue
Mount Seymour Road and Parkgate Village shopping centre driveway
Block 4001 Mount Seymour Parkway
Deep Cove Road at Myrtle Park
As crosswalk safety may be affected by adjacent crossings, three additional
intersections were reviewed:
o Mount Seymour Road / Roche Point Drive at Mount Seymour Parkway;
o Deep Cove Road and Cliffmont Road; and,
o Deep Cove Road and Strathcona Road.
The findings of both the crosswalk reviews and of the intersection reviews are
incorporated into this report.
The structure of the policy for both intersection crossings and mid-block crossings
is illustrated in FIGURE ES-1. While there are some differences between
intersection and mid-block crossings, the procedures are similar for the most part.
ES-3
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
Crosswalk Policy
Step 1: Apply the
Crosswalk Warrant
Step 2: Determine Level of
Pedestrian Control
Step 3: Determine
Traffic Control
Devices
Step 4: Prioritize
Implementation
FIGURE ES-1 STRUCTURE OF THE RECOMMENDED PRACTICE
FOR CROSSING FACILITIES
For the safety improvements that were identified at each of the study locations (9
crosswalks and 3 additional locations), an economic evaluation was conducted to
determine the collision reduction benefits of the proposed improvements and to
determine opportunities for investment by ICBC’s Road Improvement Program.
While the Recommended Practice may suggest a lower level crossing device than
what already exists at a location, it is not necessary to lower the level of an
existing crossing. When this situation arises, the existing crossing should be
further reviewed and if safety issues arise, the crossing can be considered for
removal, using the Recommended Practice as a guide.
ES-4
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
Using the scoring system that was developed for prioritizing location for review,
the study locations, including those reviewed in Phase 1 of the study, were
prioritized and are shown in order of priority in TABLE ES-2.
TABLE ES-2 IMPLEMENTATION PRIORITY OF STUDY LOCATIONS
ES-5
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ES-6
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
1.0
INTRODUCTION
1.1
Background
Opus International Consultants (Canada) Limited was retained to develop and to
evaluate a Recommended Practice for Crossing Facilities (Recommend Practice)
in the District of North Vancouver (District). Currently, the District follows the
Pedestrian Crossing Control Manual (Transportation Association of Canada,
1998), which although fairly comprehensive, has some limitations when applied to
urban locations. The District has noted the importance of improving overall
conditions for pedestrians, and has recognized the need to develop a formal
practice specifically for crosswalks. This Recommended Practice is intended to
become part of the Transportation Master Plan to be commissioned in 2010.
This study was conducted in two phases: Phase 1 and Phase 2. Phase 1 involved
developing the draft recommended practice and conducting preliminary evaluation
of it based on four pilot locations. The findings of Phase 1 were documented in
the District of North Vancouver Crosswalk Policy: Phase 1 Interim Report (Opus
International, 2009). Phase 2 involved refining and finalizing the recommended
practice that was developed in Phase 1 by conducting further evaluation at
additional crosswalk locations. This report summarizes the findings of Phase 2
and presents the revised recommended practice for crossing facilities.
1.2
Study Objectives
The objective of this study is to develop a recommended practice for crossing
facilities that enables the District to perform the following tasks by:
o Determining appropriate crossing control that is systematic, transparent,
and repeatable. The recommended practice should be able to be applied to
both existing and new crosswalks;
o Selecting appropriate treatments for various crosswalk types, including
measures not currently in the TAC guidelines, such as side-mounted
beacons, curb extensions and median narrowings; and,
o Prioritizing locations for implementing improvements.
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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1.3
Method
This crosswalk study was carried out in two phases: Phase 1 and Phase 2. The
following tasks were performed for each phase.
Phase 1: Development of the Draft Recommended Practice for Crossing
Facilities
Phase 1 involved the development of the draft Recommended Practice, which
consisted of several tasks.
Task 1a
Literature Review
A literature review of the Pedestrian Crossing Control Manual (Transportation
Association of Canada, 1998), Canadian Guide to Neighbourhood Traffic Calming
(Transportation Association of Canada, 1998), other warrants, and several recent
technical studies was conducted. The purpose of the literature review was to
evaluate the limitations of the TAC Guidelines, to determine what other
guidelines/warrants are based on, and to find additional information on physical
devices based on other studies. The relevant findings of the literature review were
incorporated into the Recommended Practice.
Task 1b
Current Practices Review
A current practices review was conducted to identify procedures related to the
evaluation, implementation, and maintenance of crosswalks by several
municipalities in British Columbia. Based on the review, certain practices that the
District could adopt were incorporated into the Recommended Practice.
Task 1c
Prepare Draft Recommended Practice for Crossing Facilities
A Recommended Practice tailored to the District was developed based on the
literature and current practices reviews. The Recommended Practice also
included other measures, such as side-mounted beacons, curb extensions, and
median narrowings, that are not discussed in the TAC Guidelines.
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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Task 1d
Evaluation of the Draft Recommended Practice for Crossing Facilities
To determine the validity of the Recommended Practice, four pilot locations were
reviewed to compare the appropriate crosswalk control as recommended by the
document to those suggested by the TAC Guidelines and to those considered
appropriate based on engineering expertise. The four pilot locations, which were
selected by the District, are:
o Mount Seymour Parkway and Fairway Drive (an existing signed and
marked crosswalk);
o Mount Seymour Parkway and Broadview Drive (an existing special
crosswalk)
o Capilano Road and Paisley Road (an existing signed and marked
crosswalk); and,
o Dollarton Highway and Ellis Street (currently no crossing facility is
provided).
Based on the findings at the four pilot locations, the Recommended Practice was
further revised and presented to the District for review. The findings on the four
pilot locations are summarized in the District of North Vancouver Crosswalk Policy:
Phase 1 Interim Report.
Phase 2: Development of the Final Recommended Practice for Crossing
Facilities
Phase 2 involved the development of the final Recommended Practice. To
develop the document, several tasks were conducted and are described below.
Task 2a
Refine Draft Recommended Practice for Crossing Facilities
The Draft Recommended Practice was refined based on comments received from
the District.
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
Task 2b
Evaluation of the Final Recommended Practice for Crossing Facilities
Further evaluation of the Recommended Practice was conducted by reviewing
nine additional crosswalk locations. The purpose of conducting the additional
review was to determine the transparency of the recommended practice. The
locations of the nine crosswalks that were identified by the District are presented in
TABLE 2.1 in the following section
For each of the crosswalk locations, the Recommended Practice was applied to
determine the appropriate pedestrian crossing treatment as suggested by the
document. The Recommended Practice was then evaluated by comparing its
recommendations to what is recommended by the TAC Guidelines and to what is
felt to be appropriate based on engineering expertise.
As crosswalk safety may be affected by adjacent crossings, three additional
intersections were reviewed:
o Mount Seymour Road / Roche Point Drive at Mount Seymour Parkway;
o Deep Cove Road at Cliffmont Road; and,
o Deep Cove Road at Strathcona Road.
At the three additional locations, intersection and corridor-wide conditions that may
affect safety of the adjacent crosswalk were identified, and strategies to reduce all
collisions were developed. The findings of the crosswalk reviews and of the
intersection reviews are incorporated into this report.
Task 2d
Economic Evaluation
Economic evaluation was conducted for the safety improvements that were
identified at the study locations (nine crosswalks and three intersections). The
economic evaluation determined the collision reduction benefits of the proposed
improvements and also determined opportunities for investment by ICBC’s Road
Improvement Program.
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
Task 2e Documentation
This final report was prepared and includes the relevant findings of the Phase 1
interim report, the Recommended Practice, the review of each of the additional
crosswalks and intersections, and the economic evaluation of the proposed
improvements.
This final will be delivered to both the District and ICBC, and upon receiving
comments, a final report will be prepared.
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
2.0
EVALUATION OF DRAFT RECOMMENDED PRACTICE (DEVELOPED
IN PHASE 1) FOR CROSSING FACILITIES
In Phase I, a draft Recommended Practice was developed for crossing facilities in
the District. The document provided a methodology for the District to determine
pedestrian crossing treatments, which are classified from Level 1 (L1) to Level 5
(L5) based on vehicle speeds, annual average daily traffic (AADT), and roadway
cross-section. The devices for each level of treatment is shown in TABLE 2.1.
TABLE 2.1 LEVELS OF CROSSING TREATMENT
LEVEL
Level 1 (L1)
Level 2 (L2 - Visibility Improvements)
Level 3 (L3 - Physical Improvements)
Level 4 (L4 - Increased Traffic Control)
Level 5 (L5)
DEVICE
Standard Crosswalk / Raised Crosswalk
High Visibility Signs and Pavement Markings
Raised Median / Pedestrian Refuge / Curb
Extensions
Special Crosswalk
Grade Separation / Pedestrian Signal / Traffic Signal
To evaluate the suitability of the draft Recommended Practice that was developed
upon revising based on comments received from the District, additional review of
nine existing crosswalks listed in TABLE 2.2 was performed.
TABLE 2.2 NINE ADDITIONAL CROSSWALK LOCATIONS
1
2
3
4
5
6
7
8
9
CROSSWALK LOCATION
Highland Boulevard and Colwood Drive/Ridgewood Avenue
Highland Boulevard and Belmont Avenue
Mount Seymour Road and Banff Court
Indian River Drive and Inlet Crescent
Dollarton Highway and Dollar Road
Queens Road and Mahon Avenue
Mount Seymour Road and Parkgate Village shopping centre driveway
Block 4001 Mount Seymour Parkway
Deep Cove Road at Myrtle Park
For each location, the pedestrian crossing treatment as suggested by the draft
Recommended Practice was determined by reviewing pedestrian and traffic
volumes, conducting site visits to obtain physical and traffic characteristics, and
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
examining pedestrian-related collisions based on ICBC collision data. The
crossing device was then compared to what is suggested according to TAC
Guidelines and what is felt likely necessary based on engineering judgement. A
summary of applying both the draft Recommended Practice and the TAC
Guidelines at each of the nine crosswalks is presented in TABLE 2.3. The
comprehensive findings for each of the locations are included in APPENDIX A.
The main findings of reviewing both the draft Recommended Practice and the TAC
Guidelines were used to develop the final Recommended Practice and are
summarized below.
o Except for 4001 Block Mount Seymour Parkway, all locations had
equivalent adult units (EAU) of at least 20 during at least one of the peak
periods. Although the crosswalk located at 4001 block Mount Seymour
Parkway has an EAU of less than 20 during both peak hours, the crosswalk
is located near a pedestrian pathway. As an EAU of 20 is a minimum
pedestrian requirement in both the TAC Guidelines and in the
Recommended Practice, the locations that were reviewed generally
meet the pedestrian requirements for a crosswalk. This implies that
the condition is suitable for using in the Recommended Practice for
the District.
o Some roadway cross-sections are not addressed in either the TAC
Guidelines or the Recommended Practice. To evaluate the sensitivity of
the TAC Guidelines and the Recommended Practice to different roadway
cross-sections, some locations were reviewed under both “2-Lane” and “4Lane” cross-sections. Under TAC Guidelines, many locations that do not
warrant a need for pedestrian crossing treatment as a 2-lane roadway
warrant a need for pedestrian crossing treatment as a 4-lane roadway.
However, as the Recommended Practice bases its recommendations for
crossing treatments on several factors, including speed, volume, and
roadway width, the results were not as extreme. Therefore, the TAC
Guideline can be considered quite sensitive to roadway width and the
number of crossing opportunities available, and less dependent on
pedestrian activity. The Recommended Practice, on the other hand, is
less sensitive to roadway cross-section.
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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o The District has many locations where pedestrian activity is substantial but
vehicle volumes are low, which allows pedestrians many crossing
opportunities to cross the road. Nevertheless, situations may arise where
pedestrians feel uncomfortable crossing the road even though gaps are
plentiful due to sight distance restrictions, wide roadway cross-sections, and
high vehicles speeds. Therefore, the Recommended Practice may need
to be revised so that pedestrian crossing treatments can be
considered at locations with greater than 120 crossing opportunities
per hour.
o The graphs provided in the TAC Guidelines to determine the number of
crossing opportunities are limited by roadway cross-sections that may not
pertain to the District. Therefore, instead of using graphs to determine
crossing opportunities, it is felt that the Recommended Practice
suggest that gap studies be conducted instead.
o Physical improvements such as curb extensions and centre medians
treatments) were not frequently identified as a treatment option for
selected locations. Based on engineering expertise, however, it was
that physical devices would be beneficial at many of the locations.
such, it is felt that the Recommended Practice should incorporate
use of L3 improvements under more situations.
(L3
the
felt
As
the
o Most drivers did not travel at the posted speed limit, which makes it more
difficult for pedestrians to judge a gap. Therefore, it is felt that the
prevailing speed (85th percentile speed), rather than the posted speed
limit, be used to determine the appropriate crossing treatment in the
Recommended Practice.
o Some of the existing crosswalks are not warranted and are potential
candidates for crosswalk removal.
As the removal of existing
crosswalks is difficult and may be subject to strong objections from
the public, the Recommended Practice should suggest that existing
crosswalks be retained unless safety issues are identified under
further analysis to justify the removal.
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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o The on-site observations show that pedestrian crossing treatments can be
considered at locations even when certain requirements are not met.
Sometimes site characteristics, such prescence of horizontal and vertical
curves blocking sight lines, may reduce pedestrian comfort and call for the
need of higher level of control than indicated.
Therefore the
Recommended Practice should stress flexibility based on site specific
factors and on the application of engineering judgment.
o The Recommended Practice recommends L5 treatments (signalization)
when certain requirements are attained. However, due to various reasons,
such as costs, signalization may not always be feasible. When L5
treatments are not optimal, the Recommended Practice should
propose alternative methods.
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TABLE 2.3 SUMMARY OF EVALUATION AT NINE CROSSWALK LOCATIONS
TAC
DRAFT POLICY
INTERSECTION
PEDESTRIAN
COLLISIONS
(2004 - 2008)
TRAFFIC VOLUMES
(TWO-WAY ADDT)
EXISTING
EAUs (AM/PM)
CROSSING
OPPORTUNITIES
(AM / PM)
IMPROVEMENT MEASURES
CROSS SECTION
TREATMENT
OTHER MEASURES
Highland Boulevard and
Ridgewood Drive / Collwood
Drive
0 (total of 20
collisions)
4500
Crosswalk with
overhead and sidemounted signs (L2)
55 / 84
>200 / >200
Not Warranted
2-Lanes Undivided
L1: standard or
raised crosswalk
Roundabout / All-Way
Stop
Highland Boulevard and
Belmont Avenue
1 (total of 3
collisions)
>150 / ~140
Not warranted
2-Lanes Undivided
9400
Special Crosswalk
(L4)
80 / 28
~50 / ~35
AM: Pedestrian Signal; PM: Signed and
Marked Crosswalk
4-Lanes Undivided
Mount Seymour Road and
Banff Court
2 (total of 4
collisions)
11350
Crosswalk with
side-mounted signs
(L1)
57 / 48
170 / 250
Not Warranted
4-Lanes Divided
Indian River Drive and Inlet
Crescent
1 (total of 4
collisions)
2850
Crosswalk with
overhead and sidemounted signs (L2)
71 / 88
>250 / >250
Not Warranted
2-Lanes Undivided
L1: standard or
raised crosswalk
>200 / >200
Not Warranted
2-Lanes Undivided
L1: standard or
raised crosswalk
~100 / ~90
AM: Signed and Marked Crosswalk;
PM:Signed and Marked Crosswalk
(Borderline)
4-Lanes Undivided
L2: High Visibility
Crosswalk
>150 / >150
Not Warranted
2-Lanes Undivided
~90/~80
AM: Signed and Marked Crosswalk;
PM:Special Crosswalk
4-Lanes Undivided
252 / 236
Not Warranted
4-Lanes Divided
~110 / 105
Not Warranted (low peds) but close to
generator
2-Lanes Undivided
Dollar Road and Deep Cove
Road / N. Dollarton Highway
0 (total of 17
collisions)
Queens Road and Mahon
Avenue
2 (total of 13
collisions)
8450
Mount Seymour Road and
Mall Driveway
0 (total of 18
collisions)
4001 Blk Mt Seymour
Parkway
3 (total of 4
collisions)
7600
Special Crosswalk
(L4)
30 / 19
Special Crosswalk
(L4)
38 / 82
11350
Crosswalk with
side-mounted signs
(L1)
21 / 82
10000
Crosswalk with
side-mounted signs
(L1)
Deep Cove Road at Mrytle
Park
1 (total of 3
collisions)
9050
Deep Cove Road and
Cliffmont Road
1 cyclist related
(total of 7
collisions)
7700
13 / 13
Crosswalk with
side-mounted signs
(L1)
9 / 20
School Crosswalk
with side-mounted
signs (L1)
8 / 22
11
L1: standard or
raised crosswalk
L2: High Visibility
Crosswalk
L3: Physical
Improvements or
L4: Special
Crosswalk
L1: standard or
raised crosswalk
L2: High Visibility
Crosswalk
L3: Physical
Improvements or
L4: Special
Crosswalk
L3: Physical
Improvements or
L4: Special
Crosswalk
L5: Signalization (or
combo of L2, L3,
L4)
L1: standard or
raised crosswalk
~40 / ~35
Not Warranted (low peds) but close to
generator
4-Lanes Undivided
>150 / >150
Not Warranted
2-Lanes Undivided
~75 / ~80
Signed and Marked Crosswalk
(Borderline for both peak hours)
4-Lane Undivided
L4: Special
Crosswalk
>200 / >200
Not Warranted
2-Lanes Undivided
L1: standard or
raised crosswalk
Curb Extensions
Not Applicable
Curb Extensions
Curb Extensions
Curb Extensions
Not APplicable
Curb Extensions
Curb Extensions
Curb Extensions
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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3.0
RECOMMENDED PRACTICE FOR CROSSING FACILITIES
The findings that were discussed in Section 2.0 of this report was used to develop
the final Recommended Practice, which is intended to provide a systematic,
transparent and repeatable tool for assessing appropriate crosswalk control
treatments, including appropriate physical measures and new technologies.
The structure of the Recommended Practice for both intersection crossings and
mid-block crossings is illustrated in FIGURE 3.1.
Crosswalk Policy
Step 1: Apply the
Crosswalk Warrant
Step 2: Determine Level of
Pedestrian Control
Step 3: Determine
Traffic Control
Devices
Step 4: Prioritize
Implementation
FIGURE 3.1 STRUCTURE OF THE RECOMMENDED PRACTICE
FOR CROSSING FACILITIES
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
Step 1: Apply the Crosswalk Warrant
When a request for crossing treatment is received, it is necessary to determine
whether or not the location of interest is a candidate for a marked crosswalk. For
both intersection crossings and mid-block crossings, several conditions, which are
described in TABLE 3.1, need to be satisfied in order for a crosswalk to be
warranted. For mid-block crossings, it is important to be aware that alternative
crossings should be considered before considering a new crossing.
TABLE 3.1 INTERSECTION AND MID-BLOCK CROSSWALK CONDITIONS
INTERSECTION
Condition #1
Stopping Sight
Distance
Condition #2
Gradient
Condition #3
Proximity to
Alternate
Crossing
Condition #4
Pedestrian
Requirement
Condition #5
Crossing gap
opportunities
Condition #6
Roadway
Cross-Section
Condition #7
Potential for
Diversion
MID-BLOCK
Adequate stopping sight distance per
TAC Geometric Design Guide for
Canadian Roads OR sight distance will
be improved prior to crosswalk
implementation.
Adequate stopping sight distance per
TAC Geometric Design Guide for
Canadian Roads OR sight distance
will be improved prior to crosswalk
implementation.
Minimal distractions that could limit
drivers’ attention to the crosswalk
Gradients on the approaches are less than 8 percent (per TAC Pedestrian
Crossing Control Manual)
The next traffic signal is greater than 200 metres away (per TAC Pedestrian
Crossing Control Manual) or the next marked crosswalk is greater than 100
metres away. For pedestrian signal, signal coordination should be considered
where these distance requirements are not met.
Minimum pedestrian requirements are met per TAC Pedestrian Crossing Control
Manual which indicates 20 Equivalent Adult Units (EAU) in the peak hour or 60
EAU over 4 hours, OR the location being considered is near a pedestrian
generator, such as a school, shopping centre or parking lot.
Crossing gap opportunities are fewer than 120 crossing opportunities per hour
N/A
Not recommended if roadway exceeds
4 lane cross-section
N/A
Confirm if pedestrian demand can be
relocated to intersection through
physical improvements.
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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A crosswalk warrant, which can be applied to both potential crosswalks and
existing crosswalks, has been created based on the conditions described in
TABLE 3.1 and is shown in FIGURE 3.2. To apply the crosswalk warrant, a site
visit should be conducted to review the physical, traffic, and pedestrian
characteristics at the location. From the crosswalk warrant shown in FIGURE 3.2,
it can be seen that all conditions need to be met for a new crosswalk to be
considered. However, it should be noted that existing crosswalks should be
retained if the pedestrian requirement outlined under Condition #4 is satisfied.
For mid-block locations, alternative crossings should be considered before
implementing improvements to the location.
While all conditions should be met, it is recognized that site specific factors, such
as roadway geometry and the presence of pedestrian generators, may call for the
need to enhance pedestrian crossing safety. Therefore, exceptions to applying
the crosswalk warrant can be made based on site specific observations and on the
application of engineering judgement.
16
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17
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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Request Received for New Crosswalk or Review Existing Crosswalk at Intersection
Y
Direct pedestrians
to nearby crosswalk
Stopping Sight Distance
Site
Condition
#1
(I) Use stopping sight distance methodology in TAC Geometric Design
Guide for Canadian Roads to determine requirement.
N
(II) Crossings may be marked if sight distance will be improved prior to crosswalk marking.
Improvements such as signing, parking restrictions, and vegetation control may be considered.
OR
Consider *actuated device
with overhead signs
Site Assessment:
Y
Gradient
N
(I) Grades on approach are less than 8 percent?
Site
Condition Site Assessment:
#2
Direct pedestrians to
nearby crosswalk or
overhead walkway
Y
Crossing Gap Opportunities
N
Site
(I) Are gaps in traffic infrequent (120 gaps/hr) or fewer?
Condition Site Assessment:
#3
Retain as unmarked
crosswalk
Y
Site
Condition
#4
Pedestrian Requirement
Pedestrian Requirement
(I) Greater than 60 EAU over 4 hours.
(I) Greater than 20 EAU in the peak hour OR
The crossing is near a pedestrian generator
such as a school or shopping centre etc.
N
Site Assessment:
Site
Condition
#4
Y
Proximity to Alternate Crossing
D irect Pedestrians
to nearby c rosswalk
Can pedestrian signal be
co-ordinated
with adjacent signal?
Y
Candidate for Pedestrian Signal
N
Site
Condition
#5
Retain as unmarked crosswalk,
possibly in combination with
physical measures
Site Assessment:
Y
N
N
Proximity to Alternate Crossing
Site
Condition
#5
Is the next traffic signal > 200 m away?
Site Assessment:
Is the next traffic signal > 200 m away
OR marked crosswalk >100 m away?
N
Direct pedestrians to
nearby crosswalk
Site Assessment:
Y
Y
Candidate for Ped Signal or Marked Crosswalk
FIGURE 3.2 CROSSWALK WARRANT
18
Actuated Devices Include:
Ÿ L2 - Side Mounted Beacons
Ÿ L4 - Special Crosswalk and Rapid Flash LED
Ÿ L5 - Pedestrian Signal or Traffic Signal
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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19
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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Step 2: Determine Level of Pedestrian Crossing Control Required
If the crosswalk warrant suggests that the location of concern is a candidate for
pedestrian crossing control treatment, the most suitable device can be determined
using TABLE 3.2, which bases its selection on driving speed, roadway crosssection, and traffic volumes.
The prevailing speed (85th percentile speed), rather than the posted speed limit,
should be used when selecting the appropriate crossing control treatment. To
determine the prevailing speed, the District should conduct speed studies as part
of the data collection process required for a potential crosswalk location.
TABLE 3.2 PEDESTRIAN CROSSING CONTROL TREATMENTS
DAILY VOLUME
<9,000 AADT
>9000 - 12,000 AADT
>12,000 - 15,000 AADT
> 15,000 AADT
PREVAILING SPEED (km/hr)
 60
> 60
 60
> 60
 60
> 60
 60
> 60
2 Lanes Undivided
L1
L3,
L4
L1
L3, L4
L1, L2
L5
L1, L2
L5
3 Lanes with Centre Left-Turn
Slots (1 travel lane and 1
centre turn-lane in each direction)
L1, L2
L4
L3
L4
L4
L5
L4
L5
4 Lanes Undivided*
L2
L4
L5
L4, L5
L5
L5
L5
4 Lanes Divided*
L1
L3
L5
L3, L4
L5
L5
L5
5 Lanes with Centre Left-Turn
Slots(2 travel lanes and
1 centre turn-lane in each
direction)
L5
L5
L5
L5
L5
L5
L5
L3,
L4
L3,
L4
L5
*An undivided roadway is one that does not have a centre median greater than 1.8 metres wide.
*A divided roadway is one that has a centre median greater than 1.8 metres wide.
* AADT – Annual Average Daily Traffic
The evaluation of the draft Recommended Practice at existing crosswalk locations
(discussed in Section 2.0) found that certain roadway cross-sections are not
addressed by TABLE 3.2. Therefore, to clarify potential ambiguity, additional
guidance is provided below.
20
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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o The “3-lane” cross section refers to locations in which there is one travel
lane and one centre left-turn lane in each direction. Similarly, the “5-lane”
cross section refers to locations with two travel lanes and a centre left-turn
lane in each direction.
o For locations having greater than a 5-lane cross-section, the “4-lane
divided” and “4-lane undivided” roadway cross-sections should be used in
the analysis.
o The District has numerous sites with a 3-lane cross-section, in which there
are two travel lanes in one direction and only one travel lane in the other
direction. As it is apparent that these cross-sections are not addressed by
TABLE 3.2, locations with a 3-lane cross-section without centre turn-lanes
should be analyzed as a “4-lane undivided roadway”.
Step 3: Determine Appropriate Traffic Control Devices
According to TABLE 3.2, pedestrian crossing control treatments are classified from
Level 1 (L1) to Level 5 (L5). The classification and the associated devices are
summarized in TABLE 4.3.
21
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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TABLE 3.3 CLASSIFICATION OF PEDESTRIAN CROSSING TREATMENTS
IMPROVEMENT
TYPE
POSSIBLE DEVICES
Install per TAC Pedestrian Crossing
Control Manual
Install per TAC Canadian Guide to
Neighbourhood Traffic Calming
Standard Crosswalk
Level 1
Raised Crosswalk
High Visibility Signs (including
Overhead Signs and Oversized
Signs) and Pavement Markings
Installation as per TAC Pedestrian
Crossing Control Manual and Manual of
Uniform Traffic Control Devices for
Canada (MUTCD)
Side-Mounted Beacons
Install per Land Transport New Zealand
Guidelines
(http://www.landtransport.govt.nz/roaduser-safety/walking-andcycling/pedestrian-planning-designguide/design-pedestrian-network.html)
Raised Median / Pedestrian Refuge
Minimum 1.8 metres in width.
Level 2 (Visibility
Improvements)
Level 3 (Physical
Improvements)
Curb extensions / bulb-outs
Level 4
(Increased Traffic
Control)
Special crosswalk (with overhead
signs and flashing beacons)
Grade Separation
Level 5
(Signalized
Control)
INSTALLATION
Pedestrian signal
Traffic Signal
Used on roadways with on-street parking.
Can be used with median islands. Care
must be taken to maintain bicycle access.
Installation as per TAC Pedestrian
Crossing Control Manual (ie no more than
2 through lanes in each direction on a 2way street).
Installation as per TAC Pedestrian
Crossing Control Manual. When traffic
volumes warrant a full signal, a full signal
should be implemented and installed as
per TAC Manual of Uniform Traffic
Control Devices for Canada (MUTCD).
When a Level 5 (signalization) treatment is recommended, it may not always be
feasible to install a signal. When signalization is not an option, a combination of
Level 2, Level 3, and Level 4 treatments should be considered.
22
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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In terms of Level 3 (physical improvements) improvements, the Recommended
Practice suggests either raised medians or curb extensions. A table showing
when each of the two devices is preferred is shown in TABLE 3.4.
TABLE 3.4 CONDITIONS FOR PHYSICAL IMPROVEMENTS
2-LANE UNDIVIDED
MIDBLOCK
TREATMENTS
sufficient
width for onstreet parking
4-LANE UNDIVIDED
insufficient
width for onstreet parking
sufficient
width for onstreet parking
insufficient
width for onstreet parking
4-LANE
DIVIDED
insufficient
width for onstreet parking
Curb extension
(4)




Refuge island
 (1)
 (1,2)
 (2)
 (2)
 (3)
(1)
(2)
(3)
(4)
The device is not typical on local roads and arterials, but it may be considered for collector roads.
The device is only applicable if the roadway width can accommodate the travel lanes and the device.
The centre median may operate as a refuge island.
The use of the device on arterial roads may not be compatible with the District’s Traffic Calming policy and should
only be used when on-street parking is heavily used and expected to be retained.
Generally, curb extensions are only used when on-street parking is provided or if
the curb lane, excluding the gutter, is wider than 4.3 metres. When the draft
document was evaluated, Level 3 improvements were not recommended for any
of the existing crosswalks that were evaluated. As it is felt that curb extensions
can enhance pedestrian safety at all times, it is recommended that even when
curb extensions are not suggested, they should be considered for any street,
including arterials, with an extra-wide curb lane or where on-street parking is
provided.
Based on TABLE 3.2 to TABLE 3.4 the most suitable pedestrian crossing
treatment needed at a potential treatment location can be identified. In addition to
the actual crosswalk, street-lighting, transit stops, and on-street parking near the
crosswalk also need to be addressed. The following points should be noted:
o All crosswalks must be illuminated to improve night-time visibility. At
crosswalks with significant night-time crossing activity, lighting should be
provided on both sides of the roadway.
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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o It is preferred that on-street parking be restricted for 30 metres on both
approaches to a marked crosswalk. As a minimum, 6 metres of parking
restriction must be provided. Site specific engineering reviews should be
conducted to determine if adequate stopping sight distance is provided to
the crosswalk to confirm which length of restriction is appropriate.
o On divided roadways, where feasible, transit stops should be located on the
far-side of a crosswalk so that a stopped bus does not hide the crosswalk
and its pedestrians from approaching drivers.
o Side-mounted crosswalk signs and crosswalk warning sings should be
placed as close as possible to the edge of the road. When side-mounted
signs are not placed near the edge of the road, they may not be seen by
drivers.
Step 4: Prioritize Implementation
If multiple requests are received, a method may be required to prioritize locations
for the installation of pedestrian crossing devices. A scoring system, based on six
criteria, has been developed to allow the top ranking locations (locations with the
highest scores) for pedestrian crossing control treatment to be selected. The
breakdown of the scoring system showing the appropriate scores for each criterion
is summarized in TABLE 3.5.
24
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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TABLE 3.5 SCORING SYSTEM FOR PRIORITIZATION OF PEDESTRIAN
CROSSING CONTROL TREATMENT
CRITERIA
CONSIDERATION
SCORE
PedestrianRelated Crash
History
None
Less than 3 per year over last 5 years
More than 3 per year over last 5 years
No bus stops nearby
3 or less bus stops (near- or far-side)
4 or more bus stops (near- or far-side) or high quality bus
service provided at any nearby bus stop
2 requests or less
3 to 5 requests
More than 5 requests
Residential (multi-family)
Adjacent to intersection with off-street path
1
2
3
1
2
Institutional (school / hospital)1
3
Transit
Public Concerns
scenic)2
Land Use
Road
Classification
Pedestrian
Crossing
Demand
Recreational (park / sports facility /
Commercial (pedestrian-oriented)
Intersection with trail
Residential (single family)
Commercial (auto-oriented)
Industrial
Local
Collector
Arterial (major or minor)
Less than 20 EAU in the peak hour
21 - 34 EAU in the peak hour
35 or more EAU in the peak hour
25
3
1
2
3
3
3
3
3
3
1
1
1
1
2
3
1
2
3
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4.0
SAFETY REVIEW OF TWO CORRIDORS
The preliminary review of the selected crosswalk sites indicated that several of the
sites were in close proximity to an alternate pedestrian crossing. While an
individual review of each of the sites was conducted, it was felt that the crossing
control of adjacent intersections may also impact the safety of each of the sites.
Therefore, three additional locations were reviewed to allow for the review of the
Mount Seymour Road corridor and the Deep Cove Road corridor. The additional
intersections reviewed were:
o Mount Seymour Road / Roche Point Drive and Mount Seymour Parkway;
o Deep Cove Road and Cliffmont Road; and,
o Deep Cove Road and Strathcona Road.
The detailed discussion of each of the intersections’ traffic and collision
characteristics are included in APPENDIX B. The site specific issues and potential
mitigation measures are also described in APPENDIX B.
4.1
Safety Review of Mount Seymour Road Corridor
The preliminary review of Mount Seymour Road indicated that there are three
pedestrian crossings in close proximity to each other. The safety review of Mount
Seymour Road corridor includes the following sites:
o Mount Seymour Road / Roche Point Drive and Mount Seymour Parkway
(signalized);
o Mount Seymour Road and the mall driveway (crosswalk); and,
o Mount Seymour Road and Banff Court (crosswalk).
A map of the Mount Seymour Road corridor showing the three locations is shown
in FIGURE 4.1.
26
Mount Seymour Road
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
Mt Seymour Road &
Banff Court
Mt Seymour Road &
mall driveway
Mt Seymour Parkway &
Roche Point Drive / Mt Seymour Road
FIGURE 4.1 MOUNT SEYMOUR ROAD CORRIDOR
Issues
The site visits that were conducted revealed some corridor-wide issues that may
impact the pedestrian crossing safety at each of the crosswalks. Although some
issues are specific to a location, they were noted as corridor issues. The issues
were summarized and are presented on an issues diagram shown in FIGURE 4.2.
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A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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Bus Stop Before a Crosswalk
At Banff Court, it was observed that the
southbound bus stop is located approximately
50 metres before the crosswalk.
Wide Roadway Cross-Section
Mount Seymour Road has a wide
roadway cross-section of 18.0 metres.
To cross Mount Seymour Road,
pedestrians must cross a bicycle lane
and two wide travel lanes in each
direction. In addition, the wide corridor
makes it more difficult for drivers to
notice the marked crosswalks and also
promotes speeding along the corridor.
When a bus is stopped to pick-up and drop-off
passengers, the crosswalk and its pedestrians
are hidden from the view of drivers behind a
stopped bus.
Faded Crosswalk Pavement Markings
At Banff Court, it was observed that the painted
crosswalk marking were faded. The faded
marking may result in drivers failing to see the
crosswalk. The faded crosswalk may also
reduce driver compliance.
Crosswalk Placed Far from the
Intersection
130 m
The crosswalk located at the mall
driveway is placed at least 20 metres
away from the actual driveway. This
may result in left-turning drivers exiting
the driveway failing to see the
crosswalk. As the driver’s attention is
placed more on detecting gaps to make
a left-turn movement, a crosswalk that
is placed outside of the driver’s
immediate cone of vision may increase
the potential of pedestrian related
collisions at the crosswalk.
Pedestrian Crossings in Close Proximity
There are three pedestrian crossing locations
on Mount Seymour Road within a distance of
300 metres. The two crosswalks located at
Banff Court and at the mall driveway are
approximately 130 metres apart, and the fully
signalized intersection is approximately 175
metres south of the mall driveway.
When pedestrian crossings are very close to
each other, it has been found that driver
compliance is reduced as many drivers want to
avoid stopping frequently for pedestrians
attempting to cross.
Crosswalk Signs far from the Edge of
the Road
It was observed that the crosswalk
signs are not placed at the edge of the
road. Rather, the signs are posted
along the outside edge of the sidewalk.
Although the differences may seem
subtle, signs placed away from the
edge of the road may become
unobserved or become hidden by
foliage.
175 m
28
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
FIGURE 4.2 SUMMARY OF ISSUES ALONG MOUNT SEYMOUR
ROAD
29
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
Mitigation Measures
For the concerns that were noted, mitigation measures were developed and are
summarized below:
Mitigation 1: Upgrade Crosswalks
The close proximity of crossings reduces driver compliance and since the corridor
is wide, the visibility of the crosswalks is also reduced.
Based on a discussion with the District, it was felt that the removal of existing
crosswalks along the corridor is undesirable, and that the Recommended
Practice’s suggestion of installing signals may not be the most appropriate
measures to use along Mount Seymour Road. As such, it is recommended that
the existing signed and marked crosswalks (L1) be upgraded by installing
overhead signs (L2) or by changing them into special (L4) crosswalks.
Mitigation 2: Extend Median at the Mall Driveway to Move the Crosswalks Closer
to the Driveway
As it was noted that the crosswalk at the mall driveway is located relatively far
from the actual driveway, and may result in left-turning drivers exiting the driveway
failing to detect pedestrians, it is recommended that the median located in the
north leg of Mount Seymour Road be extended so that the crosswalk can be
moved closer to the actual driveway. It is recognized that this mitigation measure
may not be able to be accommodated on the existing roadway and should only be
considered if feasible. The recommended improvement would allow pedestrians
to be more visible to left-turning drivers who are more focused on detecting gaps
on Mount Seymour Road than on pedestrians crossing at the crosswalk.
Mitigation 3: Relocate Crosswalk Signs closer to the Edge of the Road
To improve the visibility of the existing crosswalk, it is recommended that the
crosswalk signs, which are currently placed at the outside edge of the sidewalk, be
placed at the edge of the sidewalk closest to the roadway. The sign height should
be such that it does not interfere with the movement of pedestrians and cyclists.
30
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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Mitigation 4: Move Transit Stop to the Far-Side
To prevent a stopped bus from hiding the crosswalk and its pedestrians, it is
recommended that the southbound bus stop at Banff Court be relocated to the farside (currently on near-side). While it is acknowledged that a stopped bus on the
far-side may cause an inconvenience to right-turning vehicles out of the mall
driveway, it is recognized that there is only one route running along Mount
Seymour Road and would therefore only disrupt driveway traffic minimally.
Mitigation 5: Repaint Crosswalk Pavement Markings
Although faded crosswalk markings were only observed at Banff Court, the District
should ensure that the painted crosswalk markings are regularly maintained
throughout the corridor as well as throughout the District.
4.2
Safety Review of Deep Cove Road Corridor
Deep Cove Road is a major access road to the recreational area of Deep Cove.
As it was felt that the corridor may generate relatively high pedestrian and cyclist
activities, a safety review of the Deep Cove Road corridor was considered
beneficial and was the conducted by reviewing the following sites:
o Deep Cove Road and Strathcona Road (signalized);
o Deep Cove Road at Myrtle Park (mid-block crosswalk), and
o Deep Cove Road and Cliffmont Road (crosswalk).
A map of the Deep Cove Road corridor showing the three locations is shown in
FIGURE 4.3.
31
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
FIGURE 4.3 DEEP COVE ROAD CORRIDOR
Issues
The site visits that were conducted along the corridor revealed some corridor-wide
issues that may impact the pedestrian crossing safety along Deep Cove Road.
Although some issues are specific to a location, they were noted as corridor issues
as they were considered to impact the overall safety of the corridor. The issues
were summarized and are summarized on an issues diagram shown in FIGURE
4.4.
32
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
FIGURE 4.4 SUMMARY OF ISSUES ALONG DEEP COVE ROAD
33
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
Mitigation Measures
For the concerns that were noted, mitigation measures were developed and are
summarized below:
Mitigation 1: Improve Visibility of the Crosswalks
Although Deep Cove Road is classified an arterial road, the availability of on-street
parking makes is possible for curb extensions to be installed. Therefore, it is
recommended that curb extensions be installed at all three crossings to improve
the visibility of the crosswalks. This would have the added benefit of reducing the
crossing time for pedestrians. As the southbound travel lane only functions as
one-wide travel lane, the proposed curb extension would not impact the operation
of the southbound travel lane. However, it should be noted that the curb extension
on the west side would prevent southbound drivers from passing a left-turning
vehicle at the intersections.
Mitigation 2: Trim Trees
As it was observed that the view of the crosswalk signs were obstructed by foliage,
it is recommended that trees near the crosswalk be regularly trimmed.
Mitigation 3: Repaint Crosswalk Pavement Markings
Faded crosswalk marking were observed along the corridor. The District should
therefore ensure that the painted crosswalk markings are regularly maintained
throughout the corridor as well as throughout the District.
34
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
5.0
ECONOMIC ANAYSIS
For the safety improvements that were identified at each of the study locations (9
crosswalks and 3 additional locations), an economic evaluation was conducted to
determine the collision reduction benefits of the proposed improvements and to
determine opportunities for investment by ICBC’s Road Improvement Program.
The economic analysis of this study was conducted in two parts: individual
crosswalk locations and corridor locations. For both the isolated improvements
and the corridor-wide improvements, the economic analysis was conducted
according to the methods described in the report titled Update to the Economic
Evaluation Method for Road Improvement Investments (Hamilton Associates,
1997). The investment criteria require that ICBC investments in projects be based
on achieving a minimum of 50 percent Internal Rate of Return over two years postimplementation period for short-term mitigations and over five years postimplementation period for long term mitigations.
5.1
Economic Evaluation of Individual Crosswalk Locations
Although nine crosswalk locations were selected for review, two locations on
Mount Seymour Road, and one location on Deep Cove Road were analyzed as
part of a larger corridor. Therefore, the economic evaluation on individual
crosswalks was performed on six locations. A summary table showing the
economic analysis for each of the six locations is presented in TABLE 5.1. At
some locations, economic analysis was performed on more than one improvement
option. The economic evaluation each of the six crosswalks can be found in
APPENDIX C.
It should be noted that while the Recommended Practice may suggest a lower
level crossing device than what already exists at a location, it may be undesirable
to lower the level of an existing crossing. For the economic analysis, it is assumed
that the existing crosswalk will be retained and its safety may be enhanced by
other measures, such as curb extensions, based on findings of the on-site review.
35
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
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TABLE 5.1 SUMMARY OF ECONOMIC ANALYSIS OF INDIVIDUAL
CROSSWALK LOCATIONS
LOCATION
Highland Boulevard
and
Ridgewood/Colwood
Drive
Highland Boulevard
and Belmont
Avenue
Indian River Drive
and Inlet Crescent
Dollar Road and
Deep Cove
Road/N.Dollarton
Highway
Queens Road and
Mahon Avenue
COLLISION
IMPROVEMENT
TYPES
REDUCED
Turn-Related
Option1: Install
and Angle
All-Way Stop
Collisions
TOTAL
Turn-Related,
Option 2:
Angle, and
Construct
Rear-End
Roundabout
Collisions
TOTAL
PedestrianRelated
Collisions
Curb Extensions
Angle, RearEnd, and other
Vehicle
Collisions
TOTAL
PedestrianInstall Curb
Related
Extensions
Collisions
Install Additional
PedestrianOverhead Sign
Related
for L2
Collisions
Crosswalk
TOTAL
Rear-End, TurnInstall Curb
Related, and
Extensions
Angle Collisions
TOTAL
Pedestrian
Related
Collisions
Install Curb
Turn-Related,
Extensions
Angle, and
Rear-End
Collisions
TOTAL
36
COST
ANNUAL
SAVINGS
POTENTIAL
ICBC
INVESTMENT
$1,500
$10,200
$1,500
$1,500
$10,200
$1,500
$250,000
$6,700
$11,700
$250,000
$6,700
$11,700
$400
$800
$1,700
$3,000
$20,000
$2,100
$3,800
$20,000
$400
$800
$2,000
$100
$200
$22,000
$500
$1,000
$20,000
$1,400
$2,500
$20,000
$1,400
$2,500
$4,300
$7,600
$3,400
$6,000
$7,700
$13,600
$20,000
$20,000
$20,000
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
4001 Block Mount
Seymour Parkway
Option 1: Install
PedestrianCurb
Related
Extensions
Collisions
TOTAL
Option 2:
PedestrianConstruct Curb
Related
Extensions AND
Collisions
Option 2:
Upgrade to High
PedestrianVisibility
Related
Crosswalk (L2)
Collisions
by constructing
overhead sign
TOTAL
Option 3: Install
Pedestrian
Curb Extensions
Related
AND
Collision
Option 3:
Upgrade to L4
Crosswalk by
Pedestrian
installing
Related
Overhead
Collision
Flashing
Beacons
TOTAL
PedestrianOption 4: Install
Related
Traffic Signal
Collisions
TOTAL
37
$10,000
$4,500
$7,800
$10,000
$4,500
$7,800
$10,000
$4,500
$8,300
$15,000
$500
$600
$25,000
$5,000
$8,900
$10,000
$4,500
$7,800
$15,000
$800
$900
$25,000
$5,300
$8,700
$160,000
$2,300
$4,000
$160,000
$2,300
$4,000
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
5.2
Economic Evaluation of Mount Seymour Road Corridor
The economic evaluation of the Mount Seymour Road corridor consisted of two
crosswalk locations and one signalized intersection. Based on the safety review,
several options were developed. The results of the economic evaluation for each
of the options are summarized in TABLE 5.2 to TABLE 5.4.
Improvement Option 1 proposes to maintain the existing (L1) crosswalks but to
improve pedestrian safety by moving the crosswalk signs closer to the edge of the
road. At the crosswalk located at Banff Court, it is also necessary to move the
southbound transit stop to the far-side and to repaint the faded crosswalk
markings. The results of the economic analysis are summarized in TABLE 5.2.
Improvement Option 2 proposes to upgrade the existing crosswalks to a high
visibility (L2) crosswalk by installing overhead signs. The results of the economic
analysis are summarized in TABLE 5.3
The District can also consider upgrading the crosswalk to a special (L4) crosswalk.
The results of the economic analysis for Option 3 are summarized in TABLE 5.4.
38
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
TABLE 5.2 ECONOMIC EVALUATION -- MOUNT SEYMOUR ROAD
CORRIDOR OPTION 1
LOCATION
Mount
Seymour
Road and
Banff Court
Mount
Seymour
Road and
Mall Driveway
Mount
Seymour
Parkway and
Mount
Seymour
Road
IMPROVEMENT
COLLISION TYPES
REDUCED
Relocate BusPedestrian-Related
Stop to the FarCollisions
Side
Move Crosswalk Pedestrian-Related
Signs
Collisions
Repaint
Pedestrian-Related
Pavement
Collisions
Markings
TOTAL
Move Crosswalk Pedestrian-Related
Signs
Collisions
Extend Median
Pedestrian-Related
and Move
Collisions
Crosswalk
TOTAL
Introduce LeftLeft-Turn Opposing
turn Protected
and Rear-End
Phasing for SB
Collisions
Approach
Extend Left-Turn Left-Turn Opposing
Phasing for EB
and Rear-End
Approach
Collisions
Install Additional
Rear-End, Left-Turn
Signal Heads
Opposing, and
(NB and SB
Angle Collisions
Directions)
TOTAL
CORRIDOR TOTAL
39
COST
ANNUAL
SAVINGS
POTENTIAL
ICBC
INVESTMENT
$2,000
$1,400
$1,600
$2,000
$400
$500
$2,000
$400
$500
$6,000
$2,200
$2,600
$2,000
$100
$100
$10,000
$0
$0
$12,000
$100
$100
$5,000
$4,500
$5,100
$5,000
$4,500
$5,100
$50,000
$3,400
$3,800
$60,000
$78,000
$12,400
$14,700
$14,000
$16,700
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
TABLE 5.3 ECONOMIC EVALUATION -- MOUNT SEYMOUR ROAD
CORRIDOR OPTION 2
LOCATION
Mount
Seymour
Road and
Banff Court
Mount
Seymour
Road and
Mall
Driveway
Mount
Seymour
Parkway
and Mount
Seymour
Road
COST
ANNUAL
SAVINGS
POTENTIAL
ICBC
INVESTMENT
PedestrianRelated Collisions
$2,000
$1,400
$1,600
PedestrianRelated Collisions
$2,000
$700
$900
PedestrianRelated Collisions
$2,000
$400
$500
$6,000
$2,500
$3,000
PedestrianRelated Collisions
$2,000
$100
$200
PedestrianRelated Collisions
$10,000
$0
$0
$12,000
$100
$200
$5,000
$4,500
$5,100
$5,000
$4,500
$5,100
$50,000
$3,400
$3,800
$60,000
$78,000
$12,400
$15,000
$14,000
$17,200
IMPROVEMENT
Relocate Bus-Stop
to the Far-Side
Upgrade to L2
Crosswalk by
installing Overhead
Signs
Repaint Pavement
Markings
TOTAL
Upgrade to L2
Crosswalk by
installing Overhead
Signs
Extend Centre
Median and Move
Crosswalk
TOTAL
Introduce Left-turn
Protected Phasing
for SB Approach
Extend Left-Turn
Phasing for EB
Approach
Install Additional
Signal Heads (NB
and SB Directions)
Collision Type
Reduced
Left-Turn
Opposing and
Rear-End
Collisions
Left-Turn
Opposing and
Rear-End
Collisions
Rear-End, LeftTurn Opposing,
and Angle
Collisions
TOTAL
CORRIDOR TOTAL
40
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
TABLE 5.4 ECONOMIC EVALUATION -- OF MOUNT SEYMOUR ROAD
CORRIDOR – OPTION 3
LOCATION
Mount
Seymour
Road and
Banff Court
Mount
Seymour
Road and
Mall
Driveway
Mount
Seymour
Parkway
and Mount
Seymour
Road
IMPROVEMENT
COST
ANNUAL
SAVINGS
POTENTIAL
ICBC
INVESTMENT
Pedestrian-Related
Collisions
$2,000
$1,400
$1,600
Pedestrian-Related
Collisions
$2,000
$1,300
$1,500
Pedestrian-Related
Collisions
$2,000
$300
$400
$6,000
$3,000
$3,500
Pedestrian-Related
Collisions
$2,000
$200
$200
Pedestrian-Related
Collisions
$10,000
$0
$0
$12,000
$200
$200
$5,000
$4,500
$5,100
$5,000
$4,500
$5,100
$50,000
$3,400
$3,800
$$60,000
$78,000
$12,400
$15,600
$14,000
$17,700
COLLISION
TYPES REDUCED
Relocate Bus-Stop
to the Far-Side
Upgrade to L4
Crosswalk
(Flashing Beacons)
Repaint Pavement
Markings
TOTAL
Upgrade to L4
Crosswalk
(Flashing Beacons)
Extend Curb
Extension and
Move Crosswalk
TOTAL
Introduce Left-turn
Protected Phasing
for SB Approach
Extend Left-Turn
Phasing for EB
Approach
Left-Turn Opposing
and Rear-End
Collisions
Left-Turn Opposing
and Rear-End
Collisions
Install Additional
Signal Heads (NB
and SB Directions)
Rear-End, LeftTurn Opposing, and
Angle Collisions
TOTAL
CORRIDOR TOTAL
41
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
5.3
Economic Evaluation of Deep Cove Road Corridor
The economic evaluation of the Deep Cove Road corridor consisted for two
crosswalk locations and one signalized intersection. Based on the safety review,
two improvement options were developed. Option 1 proposes to maintain the
existing L1 crossings and to implement other measures, such as repainting
pavement markings, to improve pedestrian safety. Option 2 proposes to upgrade
the crossing at Myrtle Park to an L4 crossing. The results of the economic
evaluation are summarized in TABLE 5.5 and TABLE 5.6 for Option 1 and Option
2 respectively.
TABLE 5.5 ECONOMIC EVALUATION -- DEEP COVE ROAD CORRIDOR
OPTION 1
LOCATION
Deep Cove
Road and
Cliffmont
Road
Deep Cove
Road at
Myrtle Park
Deep Cove
Road and
Strathcona
Road
IMPROVEMENT
Install Curb
Extensions
Repaint Pavement
Markings
Trim Trees
TOTAL
Install Curb
Extensions
Trim Trees
COLLISION TYPES
REDUCED
Pedestrian-Related
Collisions
Pedestrian-Related
Collisions
Pedestrian-Related
Collisions
Pedestrian-Related
Collisions
Pedestrian-Related
Collisions
TOTAL
Install Curb
Left-Turn and RearExtensions
End Collisions
Apply Anti-skid
Left-Turn and RearTreatment
End Collisions
TOTAL
CORRIOR TOTAL
42
COST
ANNUAL
SAVINGS
POTENTIAL
ICBC
INVESTMENT
$20,000
$400
$800
$2,000
$0
$100
$2,000
$100
$200
$24,000
$500
$1,100
$20,000
$2,200
$3,800
$2,000
$100
$200
$22,000
$2.300
$4,000
$20,000
$0
$0
$15,000
$600
$700
$35,000
$81,000
$600
$3,400
$700
$5,800
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
TABLE 5.6 ECONOMIC EVALUATION -- DEEP COVE ROAD CORRIDOR
OPTION 2
PROJECT
DURATION
Collision
IMPROVEMENT
Extensions
Road and
Cliffmont
Road
COST
Reduced
Install Curb
Deep Cove
Type
ANNUAL
SAVINGS
POTENTIAL
ICBC
INVESTMENT
PedestrianRelated
$20,000
$400
$800
$2,000
$0
$100
$2,000
$100
$200
$24,000
$500
$1,100
$10,000
$400
$500
$20,000
$2,200
$3,800
$2,000
$100
$200
$32,000
$2,700
$4,500
$20,000
$0
$0
$15,000
$600
$700
$35,000
$600
$700
Collisions
Repaint
Pedestrian-
Pavement
Related
Markings
Collisions
Pedestrian-
Trim Trees
Related
Collisions
TOTAL
Upgrade to L4
Deep Cove
Road at
Myrtle Park
Crossing by
Pedestrian-
Installing
Related
Overhead
Collisions
Beacons
Install Curb
Extensions
PedestrianRelated
Collisions
Pedestrian-
Trim Trees
Related
Collisions
TOTAL
Left-Turn
Deep Cove
Road and
Strathcona
Road
Install Curb
Opposing and
Extensions
Rear-End
Collisions
Left-Turn
Apply Anti-
Opposing and
skid Treatment
Rear-End
Collisions
TOTAL
43
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
$91,000
CORRIDOR TOTAL
44
$3,800
$6,300
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
6.0
PRIORITY AND ACTION PLAN
It is suggested that the District in conjunction with ICBC implement the
recommended improvements at the study locations (individual crosswalks and
intersection) based on their priority shown in TABLE 6.1. The crosswalks that
were reviewed in Phase 1 of the study are also included in TABLE 6.1
The priority of each location was determined using the scoring system that was
presented in TABLE 3.5. As it is uncertain the number of requests received for
each location, the priority score for each location does not take into account the
public concerns criteria.
A-45
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
TABLE 6.1 IMPLEMENTATION PRIORITY OF STUDY LOCATIONS
PEDESTRIAN
RELATED
CRASH
HISTORY
TRANSIT
PUBLIC
CONCERN
LAND
USE
ROAD
CLASSIFICATION
PEDESTRIAN
DEMAND
TOTAL
2
2
NA
3
3
3
13
2
2
NA
3
3
3
13
Mount Seymour Road and Banff Court
2
2
NA
3
3
3
13
Indian River Drive and Inlet Crescent
2
2
NA
3
3
3
13
Queens Road and Mahon Avenue
2
2
NA
3
3
3
13
Highland Boulevard and Ridgewood
Drive / Collwood Drive
1
2
NA
3
3
3
12
Mount Seymour Road and Mall Driveway
1
2
NA
3
3
3
12
4001 Blk Mt Seymour Parkway
3
2
NA
3
3
1
12
2
3
NA
1
3
2
11
2
2
NA
3
3
1
11
Deep Cove Road and Cliffmont Road
2
2
NA
3
3
1
11
Deep Cove Road at Mrytle Park
2
2
NA
1
3
1
9
Capilano Road and Paisley Road
1
2
NA
1
3
1
8
Dollarton Highway and Ellis Street
1
2
NA
1
3
1
8
INTERSECTION
Highland Boulevard and Belmont
Avenue
Mount Seymour Parkway and Broadview
Drive
Dollar Road and Deep Cove Road / N.
Dollarton Highway
Mount Seymour Parkway and Fairway
Drive
A-46
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
THIS PAGE WAS INTENTIONALLY LEFT BLANK
A-47
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
APPENDIX A
ON-SITE REVIEW OF EXISTING CROSSWALK LOCATIONS
A-1
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
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A-2
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
APPENDIX B
ON-SITE REVIEW OF THREE ADDITIONAL LOCATIONS
B-1
A RECOMMENDED PRACTICE FOR CROSSING FACILITIES
DISTRICT OF NORTH VANCOUVER
THIS PAGE WAS INTENTIONALLY LEFT BLANK
B-2
• Traffic Operations
• Transportation Planning
• Road Safety Engineering
• Transit and Sustainability
• Asset Management
• Project Management