1981-08-03 - Resolution 1981-38 - AUTHORIZING THE ESTABLISHMENT OF SCHOOL SPEED ZONES AND DESIGNATING PEDESTRIAN SCHOOL ROUTES RESOLUTION NO. 81 - 38
A RESOLUTION AUTHORIZING THE ESTABLISHMENT OF SCHOOL SPEED
ZONES AND DESIGNATING PEDESTRIAN SCHOOL ROUTES
WHEREAS , the Village of Buffalo Grove has prepared
a Pedestrian School Route Traffic Study for the Pritchett School
in accordance with the procedures set forth by the Manual on
Uniform Traffic Control Devices for the State of Illinois , A
Program for School Crossing Protection (published by the Insti -
tute of Transportation Engineers ) and Planning School Trip
Safety (prepared by the Institute of Transportation Engineers
and the American Automobile Association) ; and ,
WHEREAS , the results and recommendations of said
study are attached hereto ; and ,
WHEREAS , Chapter 11 , Section 605 of the Illinois
Vehicle Code provides for twenty (20) mile per hour school
speed zones insofar as proper advanced warning is provided :
NOW, THEREFORE , BE IT RESOLVED BY THE PRESIDENT
AND BOARD OF TRUSTEES OF THE VILLAGE OF BUFFALO GROVE , COOK
AND LAKE COUNTIES , ILLINOIS :
SECTION 1 : That the posting of signs to establish
a school speed zone , with a maximum speed of twenty
(20) M. P . H. on school days when children are present ,
is hereby authorized on the following street :
Horatio Boulevard from 180 ' south of Buck-
thorn Terrace to 800' south of Buckthorn
Terrace.
SECTION 2 : The installation of signs and pavement
markings to denote a school pedestrian crossing as
recommended in the attached study is hereby authorized .
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4
- 2 -
AYES : 6 - Marienthal , Stone, O'Reilly, Hartstein, Gerschefske,
NAPES : 0 - None
ABSENT: 0 - None
PASSED : August 3, 1981
APPROVED: August 3 , 1981
PUBLISHED: , 1981
APPROVED •
---4(-4. .
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e President
ATTEST :
_ Village C l e r-cP.AVCA•ea.5716/144•KA.4144d.
, V,14,4,0s,i
•
•
TO : William R. Balling , Village Manager
FROM: Richard K. Kuenkler, Village Engineer
DATE : July 28 , 1981
SUBJECT : PRITCHETT SCHOOL
School Route Study
I have attached the subject memorandum report which was pre-
pared by Keith L . Maclntyre , Engineering Technician , transmitted
to myself on July 20 , 1981 .
A review of the Village Municipal Code and the State of Illinois
Vehicle Code indicates that no ordinance is required to implement
the recommendation of the study. I would request that the
Village Board approve the attached Resolution authorizing the
implementation of the results of the study at the next Village
Board meeting which is scheduled for Monday , August 3 , 1981 .
A copy of this report has been transmitted to Mr . Harold E .
Roggendorf, Superintendent of School District 102 , for his
review along with information on starting and utilizing school
safety patrols .
If you have any questions concerning this study or recommendations ,
let me know.
Ilida4A-010(
Richard K. Kuenk er , P . E .
RKK/dw
attachments
cc : Mr. Harold E . Roggendorf , Supt. of School District 102
•
TO : Richard K. Kuenkler, Village Engineer
FROM: Keith L . Maclntyre , Engineering Technician
DATE : July 20, 1981
SUBJECT: PRITCHETT SCHOOL
Safe Pedestrian School Route Study
The purpose of this study is to develop a Safe School Route Plan
for children within the walking distance of Pritchett School .
The study had the following objectives :
1. Develop a School Route Plan for distribution
to parents , teachers , and children .
2. Study proposed crossings where hazards may exist .
3. Analyze the need for school crossing protection .
4. Select the standard devices to carry out any
needed protection measures .
The criteria used in this study are in accordance with Standard
Traffic Engineering practices and were obtained from the
following sources :
1 . "A Program for School Crossing Protection" , published
by the Institute of Transportation Engineers , 1971 .
2 . "Planning School Trip Safety" , prepared by the
Institute of Transportation Engineers and American
Automobile Association , 1980.
3 . "Manual on Uniform Traffic Control Devices for the
State of Illinois , Part VII Traffic Controls for
School Areas" , published by the Illinois Department
of Transportation .
Existing condition information was obtained by mechanical
traffic counters and manual traffic counts at the locations
denoted on Figure 1 , Page 2 . These locations were selected
since they were expected to have the largest number of pedes-
trian intersection crossings or were expected to have the
highest traffic volumes .
Pritchett School is located on the west side of Horatio Blvd . ,
approximately 500 feet north of the intersection of Armstrong
Drive and Horatio Blvd . , and its service area boundaries are
shown on Figure 2 , Page 3 .
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Richard K. Kuenkler
PRITCHETT SCHOOL
July 20 , 1981 - Page 4
The immediate area surrounding the school site is entirely
residential and is made up of the following subdivisions :
1 . Ridgewood (Single Family)
2 . Ridgewood (Multiple Family)
3 . Northwood (Single Family)
Street classifications for these subdivisions are also
residential with street widths of 27 feet (back of curb to
back of curb) with two (2 ) exceptions (see Figure 1 , Page 2) :
1 . Armstrong Drive , Horatio Boulevard , and Pauline
Avenue are collector streets and are thirty-five
(35) feet wide , back of curb to back of curb .
2 . Hazelwood Terrace and Dogwood Terrace are located
in the Ridgewood Multi -Family Units and are twenty-
four (24) feet wide , edge of pavement to edge of
pavement.
Currently, all residential streets in the Pritchett School
area are by State Statute, 30 m. p. h . Figure 3 shows , by
address , the location of students that will attend and live
within walking distance of Pritchett School this Fall ( 1981-82 ) .
In the development of the Safe School Route , the following
criteria were used :
1 . Utilize existing traffic control devices and
existing sidewalks .
2. Concentrate students on a minimum number of routes.
3. Keep crossings of collector streets to a minimum.
4. Establish School crossings where a number of
children can cross together.
5 . Insure intersections designated as crossings will
have little material conflict between children and
vehicles.
Figure 4 identifies the proposed school routes which were
developed using the above criteria (see Page 6) .
A general review of traffic accidents for the years 1979 and
1980 indicated no particularly high rate of accidents at any
one location along the identified student routes to school
(see Figure 5) .
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Richard K. Kuenkler
PRITCHETT SCHOOL
July 20, 1981 - Page 8
The analysis of the need for some form of special protection
for a school crossing depends upon two (2) assumptions :
1 . When the delay time between adequate gaps becomes
excessive , children may become impatient and endanger
themselves by attempting to cross the street during
an inadequate gap .
2. The delay time between adequate gaps may be considered
excessive when the number of adequate gaps in the
traffic stream, during the period the children are
using the crosswalk , is less than the number of
minutes in that same period of time . In other words ,
gaps less frequent than one ( 1) per minute represent
an unsatisfactory situation .
With this condition , there is need for some form of traffic
control that will create the gaps necessary to reduce the
hazard.
An analysis of adequate gap times were performed using the
formula :
G - W
3 .5 + 3+ (N-1 ) 2
WHERE, G is the time , in seconds , of a gap in traffic adequate
for the crossing of pedestrian school children.
W is the width in feet of the street from curb to curb .
W is divided by 3 . 5 in feet per second which is the
average walking speed of school pedestrian children .
3 seconds are added to account for the response time re-
quired to look both ways and determine that it is safe to
cross the street.
N is the number of rows of school children in the 85th
percentile of the largest groups crossing the intersection
(standard practice assumes five (5) children per row)
N-1 is the number of additional rows after the first row
which are crossing the street. This factor is multiplied
by 2 seconds which is the time it takes each additional
row after the first row to clear the intersection .
•
Richard K. Kuenkler
PRITCHETT SCHOOL
July 20, 1981 - Page 9
Since the standard methods of school crossing studies assume
a survey of the operation of an existing crossing , it was
necessary to develop an alternative evaluation methodology
conforming as closely as possible to standard methods . The
average existing traffic gaps were determined from actual
traffic counts for the extremely conservative assumption that all
children who live on an identified school route will arrive
at each crosswalk simultaneously was used to serve as a basis
of comparison of each existing average gap time and required
gap times . Using this extremely conservative assumption for
obtaining an "N" value , required gap times were calculated
from the standard equation .
The required gap times were then compared to the existing
average gap times as obtained from manual traffic counts taken
at a specific leg or legs of an intersection designated for
children to cross on the proposed school routes map ( Figure
4 , Page 6) .
The manual counts were taken between the hours of 8 : 00 a .m.
and 9 : 00 a .m. , 11 : 30 a .m. and 1 : 00 p .m. , and 3 : 30 p .m. and
4: 30 p .m. when children would be walking to and from the
school site.
The results from this procedure can be found in Table I and
Figure 6 on Pages 10 and 11 .
Based upon this gap time evaluation , it does not appear that
an adult crossing guard , traffic signal , or pedestrian grade
separation will be warranted following initiation of this
school year.
It would be desirable to establish a student safety patrol
selected from the upper grade levels - preferably
not below the 5th grade. The safety patrol ' s responsibility
would be to control students , not traffic , and to act as an
example for young children to imitate .
School route crosswalks were reviewed to determine desirable
locations for the installation of crosswalk pavement markings .
Restraint was exercised in the selection of crosswalks to be
marked because recent studies have indicated that hazards can
be created through excessive and arbitrary installations of
crosswalk markings .
' REQUIRED GAP TIME CALCULATIC '*
.../ AND EXISTING AVERAGE GAP T1$ ' ,
FIELD MEASUREMENTS (TABLE 1)
GRAPH CALCULATED GAP
IDENTIFICATION LOCATION TIME REQUIRED EXISTING AVERAGE GAP TIME (SECONDS)
LETTER** INTERSECTION LEG (SECONDS) MORNING NOON AFTERNOON
A Armstrong &
- Lilac East North 11 1200 675 600
B Armstrong Ct. North 12 1200 300 3600
& Armstrong Dr.
C Armstrong &
Lilac West North 14 279 415 257
D Redbud & West 11 514 1800 . 720
Osage
E Chickory &
Osage South 13 74 127 109
F Chickory &
Osage North 12 257 1080 900
G Buckthorn (S) West 18 200 169 225
& Horatio
H Buckthorn (S) East 13 400 540 300
& Horatio
I Buckthorn (N) East 12 600 675 514
& Horatio
J Buckthorn & North 11 720 386 600
Buckthorn
K Horatio &
Ridgewood West 14 900 900 720
L Redbud & North 10 1800 5600 1200
Chi ckory
M Horatio at Crosswalk 23 70 119 63
School Entrance
* Calculations based upon unrealistically conservative assumption that all children
arrive at each crosswalk simultaneously for the purpose of obtaining a basis for
comparison of various crosswalk operations in advance of the school opening.
** The alph-numeric identification denoted on Figure 6 relates to the tabulated "graph
identification letter" for each intersection leg and the number relates to the time
of day as follows: 1) Morning, 2) Noon, 3) Afternoon. Only the periods relating
to the worst condition at each intersection is shown on the graph.
- 10 -
ADEQUATE GAP TIME WHICH WOULD BE REQUIRED TO CLEAR Al, 'HILDREN WHO'S
IDCNT.IFIFO F C TO SCHOOL CROSSES AN INTERSECTION L 1AKING THE EXTREMELY
CONSERVATIVSUF;PTICN THAT ALL CHILDREN ARRIVE AT THE INTERSECTION SIMULTANEO •
USLY
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Richard K. Kuenkler
PRITCHETT SCHOOL
July 20 , 1981 - Page 12
San Diego looked at 400 intersections for five years (without
signals or four-way stops ) that had a marked crosswalk on one
side and an unmarked crosswalk on the other. About two and
one-half times as many pedestrians used the marked crosswalk ,
but about six times as many accidents were reported in the
marked crosswalk . Long Beach studied pedestrian safety for
three years ( 1972 through 1974 ) and found eight times as many
reported pedestrian accidents at intersections with marked
crosswalks than at those without. An explanation of this
apparent contradiction of commonsense is the false security
pedestrians feel at the marked crosswalk .
Marked crosswalks can serve a beneficial purpose when they
are selectively located to provide direction to safer crossing
locations .
To minimize the need for crosswalks , children were directed
to utilize existing bikeways/walkways throughout the area
(see Figure 7 , Page 14) .
A marked crosswalk should be provided on Horatio Boulevard
at the entrance to Pritchett School for children walking to
school from the Northwood Subdivision . This mid-block
crosswalk would be preferable to the alternative of having
the children cross Horatio Boulevard at other locations
further away from the school site , such as Armstrong Drive
and Horatio Boulevard or Buckthorn Terrace and Horatio
Boulevard in accordance with the previous Safe School Route
criteria .
1 . Students would be concentrated on a minimum number of
routes .
2. Crossings of a collector street would be kept to a minimum.
3 . Establish a school crossing where a number of children
can cross together.
4. Utilize traffic control devices such as a proposed
marked crosswalk , School Speed Zone (20 m. p . h . ) , advance
school signs , and school crosswalk signs (see Figure 8 ,
Page 15) .
SUMMARY OF RECOMMENDATIONS :
1 . School Officials should distribute and encourage adherence
to the identified school routes denoted in Figure #4.
Richard K. Kuenkler
PRITCHETT SCHOOL
July 20, 1981 - Page 13
3 . Crosswalk pavement markings and signs should be installed
as denoted on Figure 8 .
4. School speed zones should be authorized and posted as
denoted in Figure 8 .
5 . Installation of a six (6) foot wide sidewalk at the
marked crosswalk located in the parkway of 201 Horatio
Boulevard and denoted in Figure 8.
If you have any questions or comments concerning this matter,
let me know.
)4-:64A-
Keith L. Maclntyre
KLM/dw
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....___________I- -• I
. .
117.1%
2 June 1981 O CO 2 ,gel
TO: Gregory P. Boysen, P.E. , Director of P �' ,orks0.*
FROM: Deputy Chief Arthur J. Voigt p)u �V��
SUBJECT: Pedestrian Safety - Schools
The fall school start-ups will undoubtedly bring about another
"school route study" precipitated by school officials and
parents vocalizing ambiguous hazards and making demands for
a Crossing Guard for each such location. Remember Prairie
School!
The Police Department unfortunately must provide the manpower,
supervision, payroll and budgeting for the Crossing Guard
Program, with very little resources to collect, evaluate or
recommend such positions or locations. We must rely on your
engineers for guidance and support to have an effective pro-
gram without waste.
The problem this year as I see it at this point in time is
twofold:
1. The new school on Horatio and,
2. The closing of Alcott on Bernard.
The Horatio School will probably pose similar situations as
Prairie and will need the same type of data report as last
year.
The Alcott closing is something new. Mr. Boos of Alcott
(537-0630) advised that the Alcott children will be crossing
Bernard to get to Kilmer and Longfellow. He specifically
wanted to place "his" Crossing Guard at Bernard and Raupp.
Our problem with the latter is we budgeted the Crossing Guard
from Alcott due to the closing to the school on Horatio,
IF NEEDED. Our laymen' s opinion on Alcott School children
is this. Numerous Kilmer School children cross Bernard at
(Continued)
r
Mr. Gregory P. Boysen, P.E.
Page Two
2 June 1981
Raupp at a four way stop, crosswalk marked intersection for
the last 10 years with no reported or noticed problems.
Unless the increase in the amount of children from Alcott
crossing this point warrants a Crossing Guard, we will need
engineering support to our analysis.
Please advise.
Arthur J. igt ,
Deputy Chief
AJV:m
cc: Chief Harry J. Walsh, Jr.
Mr. William R. Balling
TO: Richard K. Kuenkler, Village Engineer
FROM: Gregory P. Boysen, Director of Public Works
DATE: June 3, 1981
SUBJECT: SCHOOL PEDESTRIAN ROUTE STUDIES
I understand that Pritchett School will open this fall.
I also have been informed by Deputy Chief Voigt that Alcott
School is to be closed this fall with the students from Alcott
being reassigned to Kilmer School and Longfellow School.
In order to address Deputy Chief Voigt' s attached request,
please proceed to schedule the preparation of three school
pedestrian route studies for Pritchett School , Kilmer School and
Longfellow School.
In order to insure the necessary lead time for any necessary
traffic control device installation or crossing guard assign-
ments, these studies should be ready for Village Board review
at the first board meeting in August.
If you have any questions concerning this request, let me
know.
Axygr7.-‘-
go :46t/ge )llN 031981
GPB:lc ENGINEERING SERVICES
�T�LLAGE OF ~� , BUFFALO GROVE
,619/y-one 'Ratt,,t ?mod erth�"a`o cc ve, gh 60090
June 29 , 1981
•
Mr. Howard E. Roggendorf, Supt.
Aptakisic Tripp School - District 102
Route 1 , Box 38A
Prairie View, IL 60069
RE : PRITCHETT SHCOOL
Safe School Routes
Dear Mr. Roggendorf: f
This correspondence Os to conf.i I m.`ou _ phone, conversation
of June 29, 1981 , in which you informed _me that your office
is currently prepsr,i ng a, l fst of `students,, ( by age , grade ,
and address ) that- are within walking distance of the
Pritchett School , this-•fall . •
If there is any change in your projected busing�i•imits
between now and the start of the upcoming school year,-
please notify me: �. •.`
,- ,.• �� •
;
I appreciate your efforts in obtaining this information",
as these addresses are essential .in the planning, o.f a
Safe School Route. "' , I '
I '`•
A mechanical traffic"count at the intersection of 'Weiland
Road and Armstrong Drive :is scheduled ; beginning the week
of July 5th , and all information obtained will be forwarded
to you as soon as it is compiled .
Very truly yours ,
VILLAGE OF BUFFALO GROVE
1<&-ttAdg.wkaA4-vc
Keith . L. Maclntyre
KLM/dw