Road Warrior

The in basket: Tim Kennedy of Bremerton has raised a familiar issue.

“I am truly concerned about the young drivers coming and going from Klahowya Secondary School,” he said in an e-mail to the county, which reached me second-hand.

“Someone is going to get killed. In the two-plus years I have been driving my daughter to school I have seen the results of multiple collisions at that intersection. I have seen three sets of cars in process of being cleared and on many occasions the plastic debris from other collisions.

“I do not want some family to have to deal with the tragedy or loss of a loved one because the county could not see the true need for a traffic signal at this intersection,” Tim said.

Tim suggested a signal that operates red-green only at the beginning and end of the school day.

The out basket: I was CC’d a copy of the county’s response to Tim, which comes from Traffic Engineer Jeff Shea, who has explained the county’s reluctance to put a signal there in Road Warrior before. That position hasn’t changed. In short, he said the county already has done a lot to make that intersection safer and accident records say it’s working.

“A significant investment of road funds has already been made at this intersection,” Jeff said, “The Public Works Department has provided additional street lighting, signage, warning flashers, and new technology utilizing rapid flashing pedestrian beacons.

“A traffic signal is an expensive traffic control device.  In this location a traffic signal would cost in the range of $500,000 to $1 million.  You are correct that we can program them to operate with minor impact to the mainstream flow of traffic during non-school traffic periods.   However, a traffic control signal exerts a significant influence on both operations and safety on the intersecting streets, so it is imperative we only install warranted signals.

“Since a signal is such an expensive device to install and maintain, we only consider them if they meet the criteria spelled out in the Manual on Uniform Traffic Control Devices (a federal document that sets national standards for traffic control devices).

“This location does not currently meet these warrants for a signal installation.

“Signals are primarily installed to allow for the orderly movement of traffic and improved operation of an intersection. However, they can also be installed due to a collision history if a signal will reduce the types of collisions that the intersection is experiencing, such as right angle collisions.

“The minimum number of collisions to meet this warrant is five within a 12-month period.  In this location there were only two collisions in 2008, two in 2009 and none in both 2010 and 2011.

“Another consideration in signal placement is that signals can cause more accidents; especially rear-end collisions, than existed before the signal was installed.

“Our Annual Road Improvement Program project selection process relies heavily on documented and potential safety concerns.  We review all our collision records on a bi-yearly basis for the purpose of identifying high accident intersections, corridors, and spot location.  The high accident locations are then evaluated for safety countermeasures and potential safety improvement projects.

“No amount of safety improvement eliminates mistakes made by poor driving habits and bad decisions. There are many safety improvements in place here, and the recent accident history shows a reduction in collisions. We will continue to monitor the data at this location.”

The in basket: Robert Balcomb of Silverdale wasn’t satisfied with the answer he got from the Road Warior column in December about the comparative costs of a roundabout, such is being built south of Silverdale, and a traffic signal there.

“Here I am again,” he wrote on May 21. The public has a right to know what these ‘awful’ (as stated in this morning’s Sun) traffic circles cost compared with traffic lights.

“Let the brains who decided on these monstrosities answer to residents of the affected neighborhoods, especially those living on the north end of Silverdale Way, who (for how many months?) must drive miles south to Eldorado, north on Provost to get to Silverdale.  No more of their weak excuses, tell us the dollars.”

That was missing from the December response, which instead focused on the greater safety and lower future maintenance costs of roundabouts.

So I asked the county for the numbers to build each.

The out basket: Doug Bear of Kitsap County Public Works says a cost analysis comparing the Silverdale roundabout with signals there says the roundabout would be less expensive in the first place, $1.35 million to $1.4 million.

I don’t know how persuaded Robert and others who dislike roundabouts will be that signals would cost $1.4 million. You can look at that cost analysis at http://www.kitsapgov.com/pw/pdf/SWay_design_rptapp.pdf. and judge for yourself.

Either option includes contingency allowances running into the hundred of thousands of dollars, but those amounts are about the same for both.

Nearly a quarter of the signals’ cost  – $199,500 – would go to constructing a soldier pile wall, nearly as much as the $300,000 for the signal equipment itself.

Doug says “The variables in considering costs are numerous which makes a direct comparison challenging. (Besides the initial construction costs), ongoing maintenance costs are generally higher for a signalized intersection than the cost of maintaining a roundabout.

“Where long-term costs are considered, roundabouts eliminate hardware, maintenance and electrical costs associated with traffic signals, which can cost between $5,000 and $10,000 per year.

“Engineers also consider how the improvement affects the capacity of the intersection, and how the improvement affects traffic flow. Every intersection is unique, and the particular characteristics of each project are considered as the project is developed.

“What is clear in almost every roundabout application is that roundabouts are safer for motorists than signalized intersections. At a four-way intersection there are, at least, 32 possible vehicle-to-vehicle conflicts. At a four-way roundabout there are only eight.

“Roundabouts reduced injury crashes by 75 percent at intersections where stop signs or signals were previously used for traffic control, according to a study by the Insurance Institute for Highway Safety (IIHS). Studies by the IIHS and Federal Highway Administration have shown that roundabouts typically achieve:

·        A 37 percent reduction in overall collisions

·        A 75 percent reduction in injury collisions

·        A 90 percent reduction in fatality collisions

·        A 40 percent reduction in pedestrian collisions

The combination of lower speeds through the intersection, no light to beat, and one-direction travel improve safety in the intersection. In addition they also generally reduce delays and improve traffic flow. Roundabouts promote a continuous flow of traffic which allows the intersection to handle more traffic in the same amount of time.”

More information can be seen at www.kitsapgov.com/pw/pdf/silvway_Roundabout_V_Signal.pdf

The in basket:  Gary Reed says, “I see the new traffic signals at the Bremerton end of the Manette bridge have yellow reflective tape or paint around the edge of the fixture. …I have been seeing that treatment more often around lately, and not just in Kitsap County.

“What is the purpose of the reflective tape or paint?” he asked. “I’m sure it must add many more dollars to the cost of the fixture.

“And why must we have two fixtures per lane? Surely technology has advanced to the point where two bulbs (LED’s maybe) can be used, with a circuit designed to hold one in reserve and trigger a small indicator on the outside of the fixture that one lamp needs replacing. If it is a law that requires the two fixtures per lane, seems it would be easy to allow a modern unit with the stroke of a pen.”

The out basket: I first saw the yellow edging at the Sedgwick interchange on Highway 16 a few years ago, and was told it was done to make the signal heads more visible in a power outage, to alert drivers to cross traffic and the need to treat it as an all-way stop. I was told then it was being used where power outages were most common.

Don Anders of the Olympic Region signal shop, says, “This edging started as a pilot project when they first went in several years ago.  They are now required on all new signal projects and also required in the 2009 Manual of Uniform Traffic Control Devices which WSDOT adopted recently.

“The cost is minimal for this product,” he said, “but I do have concerns with how it will hold up over time because we will have to replace as needed.”

Its basic reason is “for power outages at night so the vehicle displays can be seen when dark,” Don said.

“The dual display (of signal heads) for each major movement has been a federal requirement for many years,” he said, “and is to provide better visibility and extra safety if one lamp burns out.  I doubt that rule will change because in the new 2009 MUTCD more vehicle displays are now required than in the past.”

The in basket: My grandson-in-law, Steven Christensen of the Lake Symington area, told me at a holiday dinner that he had run into a frustrating situation at the Shorewood Drive traffic signal on Kitsap Way in Bremerton on his way to and from graveyard shift duty at Naval Base Kitsap-Bremerton.

The signal has been defaulting to green on the side street and red on Kitsap Way, resulting in long and unnecessary waits for those, like him, on Kitsap Way.

Whenever he gets stopped at a red light at the next signal north, he can see the Shorewood Drive light,  Steven said. When a car is waiting at the red-light on Kitsap Way, it eventually will turn green, letting the car proceed. But it then immediately turns red again, green for Shorewood traffic (of which there is usually none that time of night) before he can get there.

The out basket: Jeff Collins of the city of Bremerton signal shop says the contractor working on the Winco supermarket preparation had to cut the in-pavement traffic detection wires on Shorewood during storm drain work, causing the signal to conclude there are always cars waiting on Shorewood.

The problem is less noticeable during the day when Kitsap Way’s signals are coordinated with one another.

The contractor plans a temporary fix to be done this week, Jeff said. Perhaps it’s already been done.

The in basket: Robert Balcomb of Silverdale e-mails to say, “I have wondered about the compared cost of the roundabouts at CK Junior High, at Silverdale Way and Newberry Hill, and at Manette, versus stoplights there instead.  I think stoplights would have been considerably cheaper, involving less construction time, and be less problematic.”

The out basket: Two of the three spots Robert asked about were Kitsap County projects, so I asked county public works for a comparison.

Jeff Shea, traffic engineer for the county, said, “Discussion papers I’ve reviewed talk about the costs of signal hardware being offset by the additional cost of right-of-way needed for a roundabout.

“Although cost is a major factor when making the decision on what type of intersection control to use, there are many other factors that play into the decision. Also, while construction costs may be similar, the ongoing costs of maintenance and electricity for signals are also a consideration when making the choice between signals and roundabouts.

“Each intersection has unique characteristics, and both signals and roundabouts have pros and cons, depending on the application.

“Collision rates are generally lower in a roundabout than at signalized intersection, and the severities of the collisions are usually minor. Fewer vehicles are required to come to a complete stop in a roundabout, and because of slower speeds they provide some traffic calming benefits. Reduced speed through the intersection allows for safer pedestrian crossing in most instances.

“They do take up a lot of space, and present some challenges to bicyclists. In some instances they restrict access to adjacent properties and some multi-lane roundabouts have a learning curve (for drivers) before they achieve optimum efficiency.

“Traffic signals take less space and can generally be built within existing rights-of-way unless additional lanes are constructed. In many applications, signals can be programmed to allow continuous progression of traffic flow. They can be programmed to facilitate the majority of traffic flow and usually have minimal affect to access property adjacent to the intersection.

“Signals require regular maintenance and are more expensive to maintain. Signals are susceptible to power surges and outages and create a challenge for motorists when they are not working properly.

“In the end, it comes down to what works best for the particular intersection that is improved. Traffic signals are well understood and good choices for certain locations. Roundabouts are gaining in acceptance, and are being used at many intersections traditionally served by traffic signals. In each improvement project we consider the alternatives and choose the one that our studies conclude are likely to be the most effective.”

The in basket: Tom Baker (no relation) of the city of Bremerton electronics department was kind enough to let me know in an Oct. 19 e-mail that I was behind the curve in understanding changes the city will be making to Warren Avenue next year.

He was a few days ahead of Broadway Avenue resident Rena Caton in telling me there soon will be a new traffic signal on Warren at 13th Street, the southern end of Olympic College’s new parking lots.

I had been reporting that the city would extend the right turn lane on southbound Warren for turns onto 11th Street, but was unaware the college wanted to add a new signal.

I was glad for the opportunity to revisit the issue, as it had occurred to me that vehicles waiting in the southbound LEFT turn lane to go east on 11th were spilling into the inside through lanes, making their own contribution to the worsening backups on Warren.

The out basket: Gunnar Fridriksson of the city street engineers tells me, yes, he hopes to fold the college’s plans for a traffic signal at 13th and Warren into the city’s plans, so that both can be done at the same time.

The southbound left turn lane on Warren will be lengthened, he said, though not as much as the right turn lane.

“All we need (now) are two buses in the left hand turn lane and it blocks the inside southbound lane,” he said.

So the 11th and Warren intersection will get longer lanes for turns in both directions, and all new traffic signal equipment to replace the lights now hanging from wires there.

Left turns from Warren at 13th’s new signal will be prohibited, he said, allowing shorter stops and avoiding further delay of Warren Avenue through traffic.

Left turns will be allowed from 13th onto Warren, he said, good news for Rena and her neighbors, who otherwise would continue having trouble getting headed toward the Warren Avenue Bridge.

The yellow center line curbing that prohibits all left turns at 13th and Warren today will be removed when the signal goes in, he said.

Gunnar said the college will ask the city to turn the section of Broadway between 13th and 16th streets over to the college in what’s called a “vacation.”

If approved that stretch would remain a street, but under college control, he said. The college probably would make it off-limits to most vehicle traffic, to minimize danger to students crossing back and forth from the its new parking lots.

The one or two properties on that portion of Broadway not owed by the college would get easements to allow them a way in and out, Gunnar said.

Pedestrians will be allowed to cross Warren at 13th only on the southern part of the intersection. Configuration of a crosswalk on the northern side would endanger those on foot, he said.

The college will pay 100 percent of the 13th street signals, he said. The state will pay 86.5 percent of the 11th and Warren upgrades, with the city paying the rest.

The in basket: Patty Tompkins was the latest, back in March, to complain about the alignment of Forest Rock Lane where in intersects Highway 305 in Poulsbo. 

She estimated that 95 percent of the traffic on Forest Rock turns right to go north on 305, but the outside lane is marked for both right turns and those wanting to go straight. When the rare driver who wants to go straight is there, it blocks all those right turners until the light turns green. They otherwise could have been on their way after making a right turn on red. 

The inside lane is reserved for left turns. 

She and others before her who also have noticed this suggest dedicating the inner lane to left turns and straight through traffic, leaving the outside lane for right turners. 

The out basket: When I drove this intersection several times late one afternoon, I found that Patty’s estimate of the percentage of right turners, at least among those in the outside lane, might even be conservative. I never saw a car pull up in the outside lane wanting to go straight. 

So I did it myself, and was able to pull far enough forward that right turners still could get past me and make their turn. But two cars wanting to go straight would block the lane.

Patty told me a lot of drivers don’t have that much consideration and others are in vehicles that take up more room than my Mazda 3.

Jim Johnstone of the state signal shop that handles all the signals on Highway 305 said in March they were considering restriping the intersection to create three lanes, one each for left, straight-ahead and right turn traffic. They found enough width for that, but “we can not achieve the necessary turning radius to accommodate a semi-truck turning into Forest Rock Lane,” he said. “So option one is out.”

They’ve decided to make the signal a “split phase” light, in which side street traffic on Forest Rock and that on Seventh Avenue across the highway will get green lights at different times. The outside lane will be for right turns and the inside lane for straight-ahead and left turn traffic. It’s similar to what drivers see at Liberty Road just south of there, he said.

“This option adds additional delay to the overall intersection operation,” he said, but does get other traffic out of the way of right turners.

“This revision will be subject to fitting it into our schedule, which could take several months,” he added. .

The in basket: One of my projects for Monday of this week was to check back in with the state officials in charge of the stalled traffic signal project in downtown Port Orchard, which still hadn’t shown any sign of progress in the past month.

That had left traffic at the mercy of timed lights that went green in all directions every time, for a fixed length of time, whether there was traffic waiting or not. 

Despite a hopeful remark by a state project engineer three weeks ago that the final length of electrical line to power the lights finally had been made, the construction barrels remained in place with no sign of progress. Pouring of the pedestrian “bulbouts” that will narrow the streets to just one-lane in each direction and provide pedestrians a shorter crossing, which I figured would have to come first, hadn’t been started. I asked what the latest delay was.

The out basket: My question was timely. Andy Larson, assistant project engineer in the state’s local project office, said crews made the final connections later that day and the lights would begin working Tuesday,

And so it was. The new lights are working, with full traffic detection. That wasn’t obvious because of Tuesday’s surprising snow. City officials activated their meandering “snow route” to get traffic up to the county courthouse and environs, which meant closing Sidney. So that left turn pocket to go up the hill was blocked.

Andy said the final delay in the star-crossed project had to do with the Opticom sensors that allow emergency vehicles to change the lights to green as they approach. Because of the curves on either side of the Bay-Sidney intersection, those sensors are on power poles in the curves, not at the signal location, so emergency vehicles can prepare the lights to change before they actually can see them. It was a technicality with a franchise that  permits the system to work that held things up another three weeks, he said.

Andy said my expectation for the phasing of the remaining work was in error. Pouring the bulbouts couldn’t begin until the controller box for the old traffic lights is removed, which couldn’t happen until the new lights were in operation. The old signals were removed Tuesday, as well.

The in basket: Gary Reed put the following comment on the Road Warrior blog, attached to the column about the coordination of traffic signals on Highway 305 in Poulsbo, and its negative impact on the side street traffic:

“What about the timing of Highway 303 signals?” he asked. “Those are set to stop traffic at each light. Why is that?

The out basket: They aren’t, of course, but gaps in the coordination that does exist make it more difficult and less apparent.

Part of Highway 303 is in the city of Bremerton and the rest outside, so the responsibility is split between the city and state. The city controls the Fred Meyer light even though it’s outside the city. 

Jim Johnstone of the state’s Olympic Region signal shop said the signals at Fuson Road in front of Lowe’s, Bentley Drive at Walmart and Brownsville Highway are not coordinated with any others. The first two of those are the ones I have the least success getting through without being stopped.

“Fuson is not coordinated because of the low side street volumes,” Jim said. “Both sides of Fuson added together only have 10 percent of the overall volume during the PM peak and 87 percent of those are right turns.  

“If we were to put Fuson into coordination it would cause the same side street and left-turn delays that people are concerned about along (Highway) 305.”

“Bentley is not a part of the coordination because of issues with traffic in the left turn lane for Walmart spilling back and blocking the northbound through lane,” Jim continued. “In order to serve the left-turn into Walmart twice per cycle and prevent the backup, we need to use some features in the controller that do not work in the coordination mode. 

“We struggled with this operation for a long time and decided to coordinate the signals at McWilliams and Fairgrounds and leave Bentley uncoordinated.  The hope (is) that mainline through-traffic at Bentley would be green at least occasionally to allow progression through the signals at McWilliams and Fairgrounds.

Greg Cryder heads the city’s signal shop and says that the lights between Fred Meyer and Sheridan Road are coordinated, as are those between Sheridan and 11th Street.

There is no coordination on Warren south of 11th, he said, as it has been decided that coordinating the signals along Sixth and 11th streets, which are perpendicular to Warren, is more important.

As the Road Warrior column about Highway 305 mentioned, a primer on why coordination doesn’t always produce a smooth flow of non-stop traffic can be found online at www.wsdot.wa.gov. Fill in Signal Coordination in the search box.

The in basket: Donna Mae Floyd of Belfair hopes the traffic signal in front of Belfair Elementary School might turn red for Highway 3 traffic more often to give drivers trying to get onto the highway from side streets some breaks in traffic.

“The problem,” she said, “is that the signal controlling the north-south flow of traffic adjacent to the grade school, is ALWAYS green. I have yet to see it turn red, so the traffic flow is constant…with no relief.

“Any time after 2:30 Monday through Friday, entering and exiting from one of the many side streets is virtually impossible,” she said.  

“That is the time of day the traffic (particularly heavy coming home from work in Bremerton) going through Belfair is bumper to bumper.  There is rarely a pause in either direction,” she said, “unless there IS a back up and some kind soul stops long enough to let a car enter from a side street, where it will hopefully be able to avoid a collision with a car coming in the opposite direction of the stopped vehicle! 

 ”Pity the person who leaves the library (on the west side of Highway 3) and tries to turn north to go back home and ends up playing ‘dodge ball’ and making a two-minute task turn into a 15-minute wait just to get on his or her way.”

“Wouldn’t it make sense to monitor traffic at the school location and adjust the ‘stop and go’ timing during the busiest time of the day? ”    

I asked Jim Johnstone of the Olympic Region signal shop if they ever schedule a signal to turn red simply to provide a break in heavy traffic.

The out basket: First, Jim explained why that signal never changes.

“(It) is a pedestrian crossing signal for the school and is only triggered by the need of a pedestrian (school child in most cases) wanting to cross the road,” he said. ”This signal has no vehicle detection and is not intended to control side street traffic.” 

Using red lights to create breaks in traffic is not something they’ve ever done, he said. Trying it with the Belfair light “is very unlikely since it goes outside of our normal protocol, which would be a decision for higher ups to make,” he said.

Donna Mae might want to propose her idea to her legislators to see what they can accomplish.