Get Full Government Meeting Transcripts, Videos, & Alerts Forever!
Get email alerts on the High Visibility Crosswalks topic
No spam. Unsubscribe anytime.
Phoenix shifts to targeted, phased roll-out of high-visibility crosswalks and stop bars
Summary
Streets staff recommended and the subcommittee approved a targeted Option 3: install stop bars citywide when crossings are replaced and install high-visibility markings at selected non-signalized crossings and specified signalized intersections, covering about 78% of crosswalks over roughly seven years; full citywide conversion in 5 years was judged not viable due to staffing and budget constraints.
Streets Department staff told the Transportation, Infrastructure and Planning Subcommittee on Nov. 19 that a citywide, five-year conversion of all marked crosswalks to high-visibility markings is not viable under current staffing and budget levels. Instead, staff recommended a targeted, phased approach that the subcommittee unanimously approved.
Brianna (Streets) and assistant director Matt Wilson presented a data-driven evaluation of the petition to require high-visibility crosswalks at all crossings. "Of the nearly 6,400 crosswalks in the city, about 573, or about 9% are high visibility crosswalks today," Wilson said, and noted roughly 563 include stop bars. He said arterial high-visibility markings require thermoplastic and can cost up to $6,000 per arterial crossing; stop bars are less expensive, at about $1,000 each. Wilson told the panel that upgrading the remaining 4,400 non-high-visibility crosswalks, including pavement repairs where needed, would cost about $95,000,000 and that annual installation and maintenance of a full program would be about $24,000,000 per year.
Streets recommended Option 3: install stop bars citywide when crossings are replaced at signalized and stop-controlled intersections, install high-visibility markings when replaced at non-signalized crossings citywide, and install high-visibility markings at selected signalized intersections and priority locations (mid-block crossings, the high-injury network, school zones, libraries, community centers and high-ridership transit corridors). Staff estimated this option would upgrade approximately 78% of crosswalks over about seven years and would reduce costs and maintenance burdens compared with an accelerated contractor-driven model.
Councilman Waring questioned the department's reliance on thermoplastic, noting the material requires smooth pavement and can be complicated to install; he suggested evaluating paint or other alternatives for lower-volume streets. Streets staff responded that thermoplastic outlasts paint on high-volume arterials but that the department will evaluate materials for local and collector streets.
Nicole Rodriguez, the petitioner and president of Valley Urban Action Alliance and Urban Phoenix Project, expressed support for Option 3 and asked staff to explore overlaying existing funding sources (Vision Zero, HEERF and other funds) to accelerate work on priority crossings.
What's next: Streets will proceed with the Option 3 standard and has been directed to evaluate material alternatives for lower-volume streets and overlay funding options to accelerate priority installations. Subcommittee members asked staff for follow-up implementation details, staffing needs and a funding plan to be reported back as the program is developed.
