Norwalk debates building crosswalks
proved a crosswalk across Wall Street at Knight Street. It will be installed in spring.
But there’s room for improvement, said Jud Aley, standing at the corner of Wall and Main streets. Aley, also on the commission, described the t-intersection where crosswalks are in place for only two of the three crossing routes as “a two-legged intersection with a two-legged crosswalk because, you see on the far side of Wall, there’s no crosswalk.”
“It could use (a crosswalk) at all sides of the intersection because people are people, and we’re all going to follow the path of least resistance, and many people aren’t going to take the time to cross here and then cross there,” he said.
Deborah Lewis, chairwoman of the commission’s Pedestrian Committee, said the commission has discussed crosswalks, looking at crash reports where people attempted to cross streets legally at crosswalks and been hit, or where jaywalkers have been struck. Walking and biking initiatives should be viewed within the context of “Complete Streets,” she said.
“Complete Streets are designed and operated to enable safe access for all users, including pedestrians, bicyclists, motorists and transit riders of all ages and abilities,” Lewis said.
Lewis said the commission is also looking for consistency in crosswalk installation in Norwalk. Lights and signs for crosswalks appear to be implemented on an ad-hoc basis, she said.
“In my view, there needs to be a discussion of a sign/light combination that would work for the whole city of Norwalk,” Lewis said.
The Norwalk Traffic Authority, a threemember body chaired by the mayor, reviews and approves or rejects crosswalk installations, based upon traffic speeds, sight lines, road grades, accident history and engineering standards.
“It’s going to depend on the type of street it is, the type of traffic,” said Michael Yeosock, an engineer and assistant director of transportation, parking and mobility in the Norwalk Public Works Department. “We use what has been established, industry-type guidelines. When you put a crosswalk in, you’re telling people that that’s a safe location to cross. So the bottom line, you’re creating a liability on the city. It’s a no-brainer putting them in at a traffic signal, at a four-lane stop, but to do mid-block crossings is not the best.”
The Traffic Authority rejected Norwalk Hospital’s request for a mid-block crosswalk across Maple Street at Prospect Street. The location is along a steep hill, and city engineers and the Traffic Authority had concerns that motorists could not stop in time for pedestrians, particularly during icy winter conditions. The authority did approve a crosswalk for a nearby side street.
Yeosock, staff person to the Traffic Authority, said crosswalks must meet Ma- nual of Uniform Traffic Control Devices standards. Under those standards, marked crosswalks at a midblock area “should not be used indiscriminately.” An engineering study should be performed. New crosswalks should not be installed across an uncontrolled approach on roads with four or more lanes and speeds of over 40 mph without other measures designed to “reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence.”
One problematic area in Norwalk is East Avenue near the Norwalk Green. The Norwalk Green Association is working with the public works department and First Taxing District to have a High-Intensity Activated Crosswalk beacon system, similar to those in downtown Stamford, and have a crosswalk installed mid-block in the area of the gazebo. Mastheads would be built from each side of the roadway to carry the flashing lights.
“Stamford clearly understands that open space is important to the long-term viability of downtowns and actually is re-building a park and creating a safe pedestrian connection,” said Norwalk Green Association founder Brad Craighead. “This is the kind of forward thinking that our leadership needs to embrace so that Norwalk can define its future as a destination city which (already) has so much to offer its residents, businesses and visitors.”
Craighead’s biggest criticism of Norwalk’s crosswalk landscape: the discrepancy between East and West avenues. From about Interstate 95 northward, 13 crosswalks are in place along West Avenue as compared to four along East Avenue. He acknowledges differences between the two areas — East Avenue is home to City Hall, churches, a synagogue, apartments and single-family homes whereas West Avenue is largely home to apartments. He doubts, however, that their populations differ greatly.
“I don’t think that there’s a significant difference in the population density of East Avenue versus West Avenue,” Craighead said. “If that, in fact, is the case, why would you have a disproportionate share of crosswalks along one boulevard versus the other?”
Creating a crosswalk can cost anywhere from $200 to $20,000. The least-expensive scenario entails simply painting the crosswalk, the most-expensive relocating a storm drain and utilities. All crosswalks require ramped curbs to comply with the Americans with Disabilities Act, according to Yeosock.