STAFF REPORT
Meeting Date: March 21, 2023
To: Honorable Mayor & City Council
From: Daren Grilley, P.E., PTOE, City Engineer
Jessie Holzer Carpenter, Transportation Planner
Kevin Riley, P.E., T.E., Senior Transportation Engineer Subject: Beverly/Cañon/Lomitas Intersection Improvements Attachments: 1. Injury Crash History 2014-2021
2. Conflict Analysis Graphic
3. Conceptual Design Options
4. Peer Review of Potential Improvements to
Beverly/Cañon/Lomitas Intersection
5. AARP Fact Sheet
6. Public Notice
INTRODUCTION
This report outlines two options for improving multi-modal safety, access, and efficiency improvements at the Beverly/Cañon/Lomitas intersection based on the results of a safety analysis, as well as a “no change” option.
BACKGROUND
The Beverly/Cañon/Lomitas intersection is an intersection of three streets just south of Sunset Boulevard. The street layout in this area of Beverly Hills was designed by Wilbur David Cook in 1907. Cook was a landscape architect who worked with the famed Olmsted Brothers and designed the grounds of the Beverly Hills Hotel.
While the intersection serves three local residential streets, Beverly Drive and North Cañon Drive provide commuter access between the San Fernando Valley and Beverly Hills (and greater Westside) and they support high vehicle speeds due to their unnecessarily wide lanes. Between 2014 and 2022, 32 collisions were reported resulting in injuries to 40 people. The injury crash history is summarized in Attachment 1. It should be noted that most property damage only collisions are not reported. Additionally, all twelve sidewalk approaches stop about 50 feet short of the intersection. There is no accommodation for crosswalks that meets the California Vehicle Code definition of a crosswalk or any modern design standard, and there are no ramps as required for accessibility. There are also no accommodations for cyclists.
Meeting Date: March 21, 2023
The intersection presents many challenges for drivers. With six approaches, there is confusion over who has the right-of-way. Because many people drive two across in single, wide lanes, a driver must look for up to nine other vehicles before crossing the intersection.
The Beverly/Cañon/Lomitas intersection is 200-feet wide, second only to Wilshire Boulevard/San Vicente Boulevard, which is controlled by traffic signals. Due to this excessive width, vehicles from multiple conflicting directions mingle together as they pass through almost an acre of undelineated asphalt. Navigating the intersection is considerably more challenging for pedestrians and cyclists.
The unique design and challenges of the intersection have been the subject of newspaper articles, online discussions, and social media posts for many years. Community interest in traffic control improvements at the Beverly/Cañon/Lomitas intersection dates back at least to the early 1990s. In response to requests over the years, the City has conducted multiple evaluations for traffic control improvements, including discussion of a potential roundabout. However, the project has never advanced past conceptual design.
In 2021, the City hired an engineering design firm, GHD, Inc., to conduct an evaluation of the intersection and identify possible design alternatives to improve traffic safety and efficiency for people driving, walking, and bicycling through the intersection. In addition, following an illegal vehicle “sideshow” in February 2022, City Council directed staff to look at ways to improve safety and prevent similar unsafe use of the intersection in the future.
The Traffic and Parking Commission (TPC) has reviewed and discussed options to improve the Beverly/Cañon/Lomitas intersection at three TPC meetings over the last year:
May 5, 2022; September 1, 2022; and February 2, 2023. This information, including a Commission-recommended design option, is described in detail below.
DISCUSSION
Best practices in the design of safe intersections is documented in a variety of sources, including guidelines/standards from the National Association of City Transportation Officials (NACTO), Caltrans, the American Association of State Highway Transportation Officials (AASHTO), etc. According to these organizations, intersection design should:
• Facilitate visibility and predictability for all road users, creating an environment in which complex movements feel safe, easy, and intuitive
• Minimize driver confusion by providing pathways that are clearly understandable for any desired direction of travel
• Be free from the potential for conflicts to appear suddenly • Balance the convenience, ease, and comfort of road users, as well as the human factors, with moving traffic (automobiles, trucks, motorcycles, transit vehicles, bicycles, pedestrians, etc.)
As part of their evaluation of the intersection, GHD, Inc. completed a safety analysis to better understand the existing traffic conditions and potential threats that the current configuration poses. This included analyzing over 48 hours of video footage of intersection operations.
Video analysis of the intersection found that despite the relatively low number of reported collisions, there is a high level of conflicts (greater than 200 events per hour at times) between road users or narrowly avoided collisions occurring all day. A graphic Meeting Date: March 21, 2023
representation of these conflicts is shown in Attachment 2. Looking at narrowly avoided collisions, or “near-misses,” is a relatively new approach to studying traffic safety. A high level of conflicts/near-misses can be an indicator of a location where crashes are likely to occur.
Additionally, the video footage showed that pedestrians cross at unmarked, midblock locations where the sidewalks start/end instead of at the intersection and thus cross between moving vehicles without any crossing treatments. The video analysis also showed that cyclists crossing the intersection with vehicular traffic can be obscured from the view of drivers due to their smaller size and the high number of vehicles within the intersection at any given time.
Three conceptual design options to improve safety, access, and efficiency at the Beverly/Cañon/Lomitas intersection have been prepared for consideration by the City Council (Attachment 3):
• Option 1: Raised Midblock Crosswalks
• Option 2: Roundabout
• Option 3: No Change
The pros and cons of each option are summarized in the table below.
Conceptual
Designs
Details Pros Cons
Option 1:
Raised
Midblock
Crosswalks
Adds midblock raised
crosswalks with striped
center median and
flashing beacons at the
existing sidewalk location.
Existing stop signs and
lane configurations
remain in place.
Improves pedestrian
safety by providing high
visibility crosswalks and
slowing vehicles at
crosswalk approach.
Installing striped
median narrows travel
lanes and would
discourage two
vehicles from entering
the intersection from
the same approach at
the same time, which
adds to driver
confusion. Utilizes
existing sidewalk.
Pedestrians crossing
behind stopped vehicles
is unexpected for drivers
and can reduce visibility.
Does not address conflict
rate/near-misses. No
improvement for
bicyclists.
Option 2:
Roundabout
A single-lane roundabout
replaces the existing stop
signs. Vehicles yield upon
entering the roundabout.
Provides pedestrian
improvements by adding
midblock crosswalks with
pedestrian
refuge/channelization
islands and flashing
beacons.
Addresses conflict
rates/near misses.
Provides visible and
accessible crosswalk.
Islands allow ped
crossing in two stages.
Adds bicycle crossing
facilities via ramps to
sidewalk. Increases
operating efficiency
(reduced delays and
GHG emissions).
New infrastructure to
Beverly Hills would
require community
education.
Meeting Date: March 21, 2023
Option 3: No
Change
Maintains all existing
infrastructure.
Intersection would
continue to operate under
existing conditions.
Pedestrians would
continue to cross
midblock without any
crosswalks.
Does not address conflict
rate/near-misses. Does
not provide crosswalks.
No accessibility for
disabled persons. No
improvement for
bicyclists.
Several additional options were considered and rejected:
• Traffic signal: Not recommended due to projected operational delay involved with signalizing the six approaches and multiple turning movement options per approach.
• Curb extensions: Not recommended because curb radii are not the same at all approaches, which results in sight distance issues on some approaches. • Intersection crosswalks: Not recommended because drivers would have even more decision points when entering/exiting the intersection and is likely to result in more driver confusion. In addition, drivers yielding to pedestrians when exiting the intersection may block other vehicles.
• Turn pockets (as part of Option 1): Not recommended because they would replace the center median thus reducing pedestrian visibility, especially for vehicles exiting the intersection where visibility may be blocked by vehicles waiting at the stop sign. In addition, more vehicles entering the intersection at the same time with turn lanes is likely to result in more driver confusion.
The intersection crosswalks and turn pockets options were included as potential options when presented for feedback at the February 2, 2023, TPC meeting. The City’s on-call transportation consultant, Fehr & Peers, was asked to conduct an independent peer review of GHD’s research and findings (Attachment 4). Based on Fehr & Peers’ recommendations, the intersection crosswalks and turn pocket options have been removed from further consideration.
At the February 2, 2023, TPC meeting, the Commissioners unanimously passed a motion to recommend that City Council pursue Option 2: Roundabout. The reason for their recommendation is installation of a roundabout is the only option that would address conflicts/near misses occurring within the intersection. The Commissioners felt that the improvements to pedestrian safety from Option 1 were desirable, but that Option 2 could provide the same level of pedestrian improvements while also improving safety for drivers and enhancing intersection operations. The attached AARP fact sheet provides a summary of the safety and operational benefits of roundabouts as compared to traditional intersections (Attachment 5).
Community Outreach
To advise the community and traveling public of this item at the Traffic and Parking Commission meeting, staff used social media posts, newspaper ads, and mailed notices to nearby properties (Attachment 6). Staff also reviewed the options with the President of the Beverly Hills North Homeowners Association (who indicated support for Option 1).
Meeting Date: March 21, 2023
FISCAL IMPACT
There is no direct fiscal impact to this item.
RECOMMENDATION
Staff forwards the recommendation to City Council from the Traffic and Parking Commission to develop Option 2, a roundabout, to improve safety, accessibility, and traffic operations at the Beverly/Cañon/Lomitas intersection.
Shana Epstein,
Director of Public Works
Approved By
Attachment 1
Injury Crashes at Beverly/Cañon/Lomitas Intersection (2014-2022) Date Type # Injured
4/14/2014 Broadside 1
4/28/2014 Broadside 1
7/3/2014 Broadside 2
10/24/2014 Broadside 2
12/11/2014 Broadside 2
1/10/2015 Head On 1
1/26/2015 Broadside 1
4/7/2015 Broadside 1
10/29/2015 1
1/6/2016 Broadside 1
3/6/2017 Rear End 1
8/21/2017 1
12/7/2017 Broadside 1
1/15/2018 1
4/16/2018 Broadside 1
9/10/2018 Sideswipe 1
9/19/2018 1
10/4/2018 Head On 1
12/25/2018 Broadside 1
7/31/2019 Broadside 1
9/11/2019 Broadside 1
9/28/2019 Broadside 3
1/21/2020 Broadside 1
10/25/2020 1
12/14/2020 Broadside 2
2/8/2021 1
6/18/2021 1
10/12/2021 Broadside 1
12/6/2021 1
12/16/2021 Broadside 1
11/18/2022 2
11/2/2022 2
Injury Crashes 32
Injured Persons 40
Attachment 2
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Attachment 3
Project
Client
Plot Date: 18 January 2023 - 2:32 PM Plotted By: Michael Pitcock N:\US\Roseville\Projects\561\11227316\Digital_Design\ACAD 2020\XREFS\Canon at Lomitas-MCP2a.dwg 0 Bar is one inch on
original size sheet
Approved Date
Author Drafting Check
Designer Project Director
Project No. Date
Filename:
Sheet No. This document and the ideas and designs incorporated herein, as an instrument of professional service, is the property of GHD. This document may only be used by GHD’s client (and any other person who GHD has agreed can use this document) for the purpose for which it was prepared and must not be used by any other person or for any other purpose. www.ghd.com
Title
1"
No. Issue Checked
Design Check
Project Manager
Conditions of Use
Scale
ANSI D
Size
PRELIMINARY
320 Goddard Way Drive Suite 200
Irvine California 92618 USA
T 1 949 648 5200 F 1 949 648 5299
GHD Inc.
0 20' 40' 80'
N
RAISED CROSSWALK AND
RE-STRIPING ALTERNATIVE
11227316 SEP 2022 1"=40'
BEVERLY DR, LOMITAS AVE, AND CAÑON DR
Beverly Dr.
Beverly Dr.
Cañon Dr.
Lomitas Ave.
Lomitas Ave.
Cañon Dr.
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Project
Client
Plot Date: 23 January 2023 - 5:04 PM Plotted By: Michael Pitcock N:\US\Roseville\Projects\561\11227316\Digital_Design\ACAD 2020\XREFS\Canon at Lomitas-mcp cleanup.dwg 0 Bar is one inch on
original size sheet
Approved Date
Author Drafting Check
Designer Project Director
Project No. Date
Filename:
Sheet No. This document and the ideas and designs incorporated herein, as an instrument of professional service, is the property of GHD. This document may only be used by GHD’s client (and any other person who GHD has agreed can use this document) for the purpose for which it was prepared and must not be used by any other person or for any other purpose. www.ghd.com
Title
1"
No. Issue Checked
Design Check
Project Manager
Conditions of Use
Scale
ANSI D
Size
PRELIMINARY
320 Goddard Way Drive Suite 200
Irvine California 92618 USA
T 1 949 648 5200 F 1 949 648 5299
GHD Inc.
0 20' 40' 80'
N
ROUNDABOUT
ALTERNATIVE
11227316 SEP 2022 1"=40'
BEVERLY DR, LOMITAS AVE, AND CAÑON DR
Beverly Dr.
Beverly Dr.
Cañon Dr.
Lomitas Ave.
Lomitas Ave.
Cañon Dr.
. • I \
Attachment 4
600 Wilshire Boulevard, Suite 1050, Los Angeles, CA 90017 (213) 261-3050 www.fehrandpeers.com
MEMORANDUM
Date: February 28, 2023
To: Jessie Holzer Carpenter and Daren Grilley, City of Beverly Hills From: Sarah Brandenberg
Subject: Peer Review of Potential Improvements to Beverly/Cañon/Lomitas Intersection Ref: 2772.13
The purpose of this memorandum is to summarize the findings of a peer review of the potential improvements being considered at the Beverly/Cañon/Lomitas intersection in the City of Beverly Hills. We have reviewed the materials prepared for the Traffic & Parking Commission meetings held in May and September 2022 and February 2023, including concept plans of potential improvements, collision data, and traffic count data. The findings of our peer review are summarized below.
EXISTING CONDITIONS
A variety of background information was provided for the Beverly/Cañon/Lomitas intersection to describe existing conditions and observed operational issues. The background data relevant to the peer review is summarized below.
The Beverly/Cañon/Lomitas intersection is 200-feet wide (the only intersection in the City that is wider is Wilshire Boulevard/San Vicente Boulevard controlled by a traffic signal). The intersection serves three local residential streets. However, North Beverly Drive and North Cañon Drive provide access between Beverly Hills (and greater westside) and the San Fernando Valley and carry high traffic volumes during peak commute periods. While all three roadways are only striped as two-lane roads, the width of North Beverly Drive and North Cañon Drive allows two vehicles to travel side by side in the same direction and these two vehicles often enter the intersection at the same time. Field observations indicate that there is driver confusion over who has the right of way to enter and travel through the intersection because of the six approaches and the width of the intersection.
The intersection does not have any pedestrian crosswalks. The sidewalks connecting to the three roadways are located approximately 50 feet prior to the stop signs at the intersection. Pedestrians are observed to cross at these midblock locations where the sidewalks start/end instead of at the intersection.
There are no bicycle facilities at the intersection.
fEHRf PEERS
Beverly/Cañon/Lomitas
February 28, 2023
The City’s consultant (GHD, Inc.) observed videos of the intersection recorded from August 8, 2021 to September 23, 2021. The observations showed that near miss collisions occur frequently (more than 200 events per hour between 8:00 AM and 6:00 PM) at all six approaches to the intersection.
Twenty-four collisions were reported at the intersection from 2015 to 2021 (most property damage only collisions are not reported).
IMPROVEMENT CONCEPTS & PEER REVIEW FINDINGS
Five potential improvement concepts have been prepared for the Beverly/Cañon/Lomitas intersection. The improvement concepts range from keeping the intersection as is for vehicle travel and adding high visibility crosswalks (midblock or at the intersection) to providing additional turn lanes on North Beverly Drive or constructing a roundabout. The table below summarizes each of the five potential improvement concepts in addition to the “no change” alternative. For each option, a brief description, concept sketch (prepared by GHD, Inc.), and the peer review findings are provided. Based on the peer review findings, each option is then recommended, or not recommended, for further consideration.
Beverly/Cañon/Lomitas
February 28, 2023
Improvement Concept Description Concept Design Peer Review Findings Option 1a: Raised
Midblock Crosswalks
Existing stop signs and lane
configurations remain in place.
Provides pedestrian improvements by
adding midblock raised crosswalks
with center striped median and
flashing beacons at the existing
sidewalks.
Improves pedestrian safety by providing high
visibility crosswalks. Installing striped median
narrows travel lanes and would discourage two
vehicles from entering the intersection from the
same approach at the same time which adds to
driver confusion. Otherwise, vehicle operations
are not affected by this design.
Recommended for further consideration.
Option 1b: Raised
Midblock Crosswalks and
Turn Pockets
Existing stop signs remain in place.
Adds turn lanes to N. Beverly Drive.
Provides pedestrian improvements by
adding midblock raised crosswalks
with flashing beacons at the existing
sidewalks. Striped medians are
reduced in width or eliminated to
allow additional room for turn lanes
and vehicle travel.
Similar to Option 1a, improves pedestrian safety
by providing high visibility crosswalks. However,
the removal/reduction in medians reduces
pedestrian visibility, especially for vehicles
exiting the intersection where visibility may be
blocked by vehicles waiting at the stop sign.
Most vehicles are traveling through the
intersection (75%-85%); therefore, while turn
lanes add capacity the reduction in delay would
be minimal. In addition, more vehicles entering
the intersection at the same time with turn lanes
is likely to result in more driver confusion.
Not recommended for further consideration.
Beverly/Cañon/Lomitas
February 28, 2023
Improvement Concept Description Concept Design Peer Review Findings Option 2a: Intersection
Crosswalks
Existing stop signs and lane
configurations remain in place.
Provides pedestrian crosswalks with
striped medians at the intersection
instead of midblock.
New sidewalks would be constructed
to connect the existing sidewalks to
the pedestrian crosswalks at the
intersection.
Pedestrians crossing at the intersection (instead
of midblock as occurs under existing conditions)
means that drivers have even more decision
points when entering/exiting the intersection
and is likely to result in more driver confusion.
In addition, drivers yielding to pedestrians when
exiting the intersection may block other vehicles.
Requires construction of new sidewalks with
minimal benefit to pedestrians.
Not recommended for further consideration.
Option 2b: Intersection
Crosswalks and Turn
Pockets
Existing stop signs remain in place.
Adds turn lanes to N. Beverly Drive.
Provides pedestrian crosswalks at the
intersection instead of midblock.
New sidewalks would be constructed
to connect the existing sidewalks to
the pedestrian crosswalks at the
intersection.
Similar to Option 2a, pedestrians crossing at the
intersection means more decision points for
drivers when entering/exiting the intersection.
Similar to Option 1b, turn lanes add capacity but
the reduction in delay would be minimal due to
most vehicles traveling through the intersection
and more vehicles entering the intersection at
the same time with turn lanes is likely to result in
more driver confusion.
Not recommended for further consideration.
Beverly/Cañon/Lomitas
February 28, 2023
Improvement Concept Description Concept Design Peer Review Findings Option 3: Roundabout
A single-lane roundabout replaces the
existing stop signs. Vehicles yield
upon entering the roundabout.
Provides pedestrian improvements by
adding midblock crosswalks with
pedestrian refuge/channelization
islands and flashing beacons.
Improves pedestrian safety by providing high
visibility crosswalks. Roundabout would reduce
frequency of near miss collisions observed under
existing conditions (roundabouts reduce fatal
collisions by 90%). Single-lane roundabouts
operate effectively when peak hour traffic
volumes are below 1,500 vehicles per hour
(video observations from Aug-Sept 2021 show
volumes below this level). A roundabout is the
only other traffic control that is feasible for a 6-
leg intersection besides the existing stop signs
(a traffic signal would increase driver delay due
to pedestrian crossings at all 6 legs).
Recommended for further consideration.
Option 4: No Change Maintains all existing infrastructure.
Intersection would continue to operate under
existing conditions. Although video
observations show that near miss collisions
occur frequently, reported collisions at
intersection are minimal. Pedestrians would
continue to cross midblock without any
crosswalks.
Recommended for further consideration (no
change/no project should always be considered
as an option).
Beverly/Cañon/Lomitas
February 28, 2023
CONCLUSIONS
The peer review findings of the potential improvements being considered at the Beverly/Cañon/Lomitas intersection in the City of Beverly Hills are based on the materials prepared for the Traffic & Parking Commission meetings held in May and September 2022 and February 2023. Based on the existing lane configurations and operations of the intersection, the following potential improvement options are recommended for further consideration:
Option 1a: Install raised midblock crosswalks with a center striped median and flashing beacons at the existing sidewalks (no changes to vehicle operations except for lane narrowing approaching the intersection).
Option 3: Construct a single-lane roundabout and install midblock crosswalks with pedestrian refuge/channelization islands and flashing beacons at the existing sidewalks. Option 4: No change; maintain existing infrastructure.
The recommendation to explore Options 1a and 3 in further detail is based on the background data collected for the intersection and the City’s desire to apply a Safe System approach to improving roadway safety (City Council Resolution No. 22-R-13394). The Safe System approach promotes roadway design that encourages safe travel behaviors for all users of the transportation network, especially for the most vulnerable users. If either Option 1a or 3 are moved forward for further consideration, detailed design plans will need to be prepared. In addition, if Option 3 moves forward, a detailed operations analysis for the roundabout is recommended prior to moving the concept into final design and construction.
Attachment 5
Every day in the U.S. more than 20 people are killed at traffic intersections, and many more are seriously injured.1 Roundabouts — circular intersections that move traffic
counterclockwise around a central island — can help
reduce these deaths and injuries. Modern roundabouts are calmer and safer than conventional intersections and have been deemed a “proven safety counter-measure” by the
U.S. Department of Transportation.2
Roughly the size of a baseball diamond or infield, modern roundabouts differ from rotaries or traffic circles, which can be as big as the entire outfield. Roundabouts feature lower, safer vehicle speeds. They can be 80 feet across with single lanes carrying 25,000 vehicles a day or larger at 200 feet, with double lanes and 45,000 vehicles a day.3
Personal injuries and fatalities plummet as much as 90
percent in modern roundabouts when compared to
conventional intersections.4 Roundabouts cause drivers to slow down, ideally to less than 20 mph, which reduces the risks to both pedestrians and drivers.
Because roundabouts can handle 30 to 50 percent more
traffic than conventional intersections, they reduce
travel delays.5
Since roundabouts can be designed to be
aesthetically pleasing, they help create a sense of place.
By January 2014, roundabouts graced more than 2,000
intersections in the U.S., with more planned.6
Given
their safety and placemaking benefits, roundabouts
should be considered for many more of the three million intersections in the U.S.
Vehicle speeds on Grandview Drive in University Place, Wash., often reached or exceeded 50 mph. After the installation of modern roundabouts, vehicle crashes dropped from one every nine months to zero in 14 years.
Modern roundabouts are calmer and safer than conventional intersections and have been deemed a “proven safety counter-measure” by the U.S. Department of Transportation.
Modern Roundabouts | A LIVABILITY FACT SHEET
Myth-Busting!
“Roundabouts require too much land.”
Roundabouts, which can be installed on virtually any size street, range from single-lane mini-roundabouts to two
lanes or more.7
A single-lane roundabout can be as narrow
as 80 feet in diameter, measuring across the circle from the outside edges of the vehicle lanes.
Also, a well-placed roundabout can keep a road from
needing to be widened, saving up to 10 million dollars per mile in land and construction costs.8
“The public will object to using a roundabout.”
Before several two-lane modern roundabouts were
installed in Bellingham, Wash., only one in three people surveyed by the Insurance Institute for Highway Safety
supported the creation of a roundabout.
Once the roundabout was built, the numbers reversed,
and 70 percent of respondents became supportive.9
In
another study conducted by the Institute, support for six different roundabouts went from a low of 22 percent to a high of 87 percent five years after installation.10 Building one roundabout in a community is usually all it takes to convince most people of their benefits.
“Fire trucks, snowplows, buses and semis can’t
use roundabouts.”
A “truck apron” in the center of a roundabout can
accommodate emergency vehicles, buses, snow
equipment and large trucks, including those with wheelbase lengths of 50 or more feet. “Roundabouts aren’t safe for bicyclists and
pedestrians.”
By using space to pause on the “splitter island,” pedestrians need to watch only one direction of traffic at a time,
which simplifies the task of crossing the street. The low vehicle speeds through a roundabout — which can be
as low as 15 mph — also allow more time for drivers and pedestrians to react to one another, which reduces the
chance and consequences of error. A bicyclist can be given the option of riding in the lane of slow-moving cars or crossing as a pedestrian.11
“Roundabouts hurt business.”
The lower the speed of traffic through an area, the easier it is to park a car, walk, bicycle and locate and approach a business. Since roundabouts are also quieter than
conventional intersections, any outdoor seating nearby is more enjoyable.
In Golden, Colo., retail sales increased 60 percent after the addition of a string of roundabouts — and that was
during the 1989 recession. Sales in Golden outpaced those of all other cities in the state.12
“Roundabouts aren’t good for older adults.”
By 2025, about 25 percent of all drivers in the United
States will be over the age of 65. Forty percent of all car crashes that involve drivers over the age of 65 occur at intersections.13
As we age, we lose our ability as drivers to judge leftturn gaps.14 Roundabouts don’t require those decisions, and they eliminate head-on and right-angle crashes. When collisions do occur, they are generally at lower speeds and less harmful.
“Pedestrians with limited vision can’t cross
roundabouts.”
A known issue with roundabouts and other street
crossings — such as mid-block crossings and right-turn
slip lanes — is that it’s difficult for pedestrians with limited vision to determine when traffic has stopped and it is
safe to cross. Solutions are being sought to address this problem.15, 16
1. U.S. Department of Transportation’s Federal Highway Administration (FHWA) (n.d.), safety.fhwa.dot.gov. Modern Roundabouts: A Safer Choice. http://safety.fhwa. dot.gov/intersection/roundabouts/fhwasa10023/transcript/audio_no_speaker/
2. U.S. DOT FHWA (n.d.), safety.fhwa.dot.gov. Proven Safety Countermeasures. http://safety.fhwa.dot.gov/provencountermeasures/fhwa_sa_12_005.htm
3. U.S. DOT FHWA (n.d.), fhwa.dot.gov. Roundabouts: An Informational Guide. http://www.fhwa.dot.gov/publications/research/safety/00067/000674.pdf
4. U.S. DOT FHWA (n.d.), safety.fhwa.dot.gov. http://www.fhwa.dot.gov/resourcecenter/teams/safety/teamsafe_rndabout.pdf
5. Kittelson & Associates, Inc. (August 2000), roundabout.kittelson.com. Modern Roundabouts. Retrieved Feb. 3, 2014, http://roundabout.kittelson.com/Roundabouts/ Search
6. U.S. DOT FHWA (February 2010). Technical Summary: Mini Roundabouts. http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10007/fhwasa10007.pdf
7. American Road and Transportation Builders Association (n.d.), ARTBA.org: electronic references. http://www.artba.org/faqs/#20
8. Insurance Institute for Highway Safety (February 2013). Public Opinion, Traffic Performance, the Environment, and Safety after the Construction of Double-Lane Roundabouts. Retrieved Feb. 3, 2014, http://www.iihs.org/frontend/iihs/documents/masterfiledocs.ashx?id=2033
9. Transportation Research Record: Journal of the Transportation Research Board (2007). Long-Term Trends in Public Opinion Following Construction of Roundabouts. http://trb.metapress.com/content/1162251045856345/?genre=article&id=doi%3a10.3141%2f2019-26
10. City of Golden and LSC Transportation Consultants, Inc. (April 2006). Development Opportunities: Golden, Colorado Case Study. http://lscdenver.com/Papers/ Minnesota%20Revised%202006.pdf
11. U.S. FHWA. (n.d.) Modern Roundabouts: A Safer Choice. http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10023/transcript/audio_no_speaker/
12. National Cooperative Highway Research, Transportation Research Board, National Academies of Science. Roundabouts in the United States, Program Report 572. http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_572.pdf How To Get It Right
For modern traffic roundabouts to be effective,
it’s important they’re done right:
Adopt a roundabout-first policy
Whenever a roadway project includes reconstructing
or constructing an intersection, analyze the feasibility of using a roundabout instead. This approach is
recommended by the U.S. Department of Transportation’s
Federal Highway Administration and backed by the
Insurance Institute for Highway Safety.17
Embrace a public process and build support
Since roundabouts can be a new idea, elected leaders
and agency staff may need to seek public support first, to inspire approval and navigate implementation.
For example, community advocates can print this fact
sheet, talk to neighbors, build community support and
then meet with decision makers, news outlets, experts and others to discuss the benefits of roundabouts. Agency staff can engage the public in a meaningful process, hosting
interactive design workshops to build public acceptance and understanding.
Design for speeds lower than 20 mph
Fast-moving vehicles kill people and divide places. A
pedestrian hit by a vehicle at 20 mph has a 90 percent
chance of survival while the odds of surviving a 40 mph impact are only 10 percent.18
Good roundabout design ensures that drivers slow
down to 15 or 20 mph. This protects pedestrians,
reduces pollution and noise and creates a more pleasant neighborhood.
Keep dimensions tight
To keep traffic calm and therefore safe for all roadway users, roundabouts should feature context-appropriate
design elements that reduce speed. Examples include
tight entry and exit turn radii, narrow entry and circulatory lanes, appealing but non-distracting landscaping, a
truck apron for large vehicles and splitter lanes to help pedestrians cross two or more traffic lanes.
Make it beautiful
An aesthetically pleasing roundabout can create a sense of place, frame a neighborhood, establish an entry point into a business district or neighborhood and serve as a canvas for public art or a garden.
In Hamburg, N.Y., a series of roundabouts on Route
62 helps calm traffic and create a sense of place.
This roadway approaching a roundabout in San
Diego, Calif., reduces the distance people must cross.
13. Owsley, C. (2004). Driver Capabilities in Transportation in an Aging Society: A Decade of Experience. Technical Papers and Reports from a Conference: Bethesda, MD.; November 7-9, 1999. Washington, D.C.: Transportation Research Board
14. Pedestrian Access to Roundabouts: Assessment of Motorists’ Yielding to Visually Impaired Pedestrians and Potential Treatments to Improve Access, FHWA. http:// www.fhwa.dot.gov/publications/research/safety/pedbike/05080/
15. Skene, M., Jacobson, M., Havercroft, D., Boan, J. (n.d.). Considerations for Accommodating Visually Impaired Pedestrians at Roundabouts, Institute for Transportation Engineers. http://www.ite.org/Membersonly/annualmeeting/2010/AB10H1002.pdf
16. Smart Transportation Guide, Planning and Designing Highways and Streets that Support Sustainable and Livable Communities. Chapter 6. http://www.state.nj.us/ transportation/community/mobility/pdf/smarttransportationguidebook2008.pdf
17. Ibid
18. Federal Highway Administration (FHWA). Proven Safety Countermeasures. http://safety.fhwa.dot.gov/provencountermeasures/fhwa_sa_12_0 Success Stories
San Diego, California: La Jolla Boulevard
A string of five roundabouts has allowed the city to reduce the road from five vehicle lanes to two, while also cutting travel time, adding on-street parking, attracting new
businesses and still moving 23,000 vehicles a day.
The number of people walking went up, noise pollution
plummeted and the increase in walking, bicycling and
street life is bringing new business to retailers.
Hamburg, New York: Route 62
By the 1990s, business had declined along the Route 62
commercial district. Empty storefronts pushed shoppers
away to malls and big box stores. The road was generally congested and hazardous for cyclists and pedestrians.
A state plan emphasized wider roads and signalized
intersections. But a group of residents banded together as the “Route 62 Committee” and created a new vision
for Route 62 based on walkability and calmer traffic.
Roundabouts have reduced the number and severity of
crashes, congestion has been eased and emissions from
idling cars have been reduced.
Bradenton Beach, Florida: Bridge Street
One pedestrian was being killed every year at the
intersection of Bridge Street and North Gulf Drive. With 18,000 cars and trucks moving daily, the traffic separated residents and visitors from the beach. People could see the beach, but they could not walk to it without taking severe risks.
A roundabout was built and the police chief reports
there hasn’t been a recorded crash of any type since. With many more people walking to the beach, parking eased,
and the roundabout became one of the nation’s first to
kick-start downtown reinvestment, which is now bustling with pedestrians, new homes and retail activity.
HOW IT WORKS
As these illustrations demonstrate, roundabouts harbor
far fewer potential conflict points than conventional
intersections, making streets safer for all users.
AARP LIVABLE COMMUNITIES
Mail: 601 E Street NW, Washington, DC 20049
Email: [email protected]
Online: aarp.org/livable
WALKABLE AND LIVABLE COMMUNITIES INSTITUTE
Mail: 2023 E. Sims Way #121, Port Townsend, WA 98368
Email: [email protected]
Online: walklive.org
1. Roundabouts, FHWA. http://safety.fhwa.dot.gov/intersection/roundabouts/
2. Technical Summary: Roundabouts, FHWA. http://safety.fhwa.dot.gov/ intersection/roundabouts/fhwasa10006/fhwasa10006.pdf
3. Technical Summary: Mini Roundabouts, FHWA. http://safety.fhwa.dot. gov/intersection/roundabouts/fhwasa10007/fhwasa10007.pdf
4. Roundabouts: An Informational Guide, FHWA, Lee August Rodegerdts, National Research Council (U.S.). Transportation Research Board, National Cooperative Highway Research Program, American Association of State Highway and Transportation Officials, 2010
5. Geocoded National Roundabout Database. http://roundabouts.kittelson. com/
6. Roundabout Benefits, Washington State Department of Transportation. http://www.wsdot.wa.gov/safety/roundabouts/
7. Insurance Institute for Highway Safety. http://www.iihs.org/
8. Proven Safety Countermeasures, FHWA. http://safety.fhwa.dot.gov/ provencountermeasures/fhwa_sa_12_0
RESOURCES
l 32 vehicle-to-vehicle
conflict points
o 24 vehicle-to-person
conflict points
l 8 vehicle-to-vehicle
conflict points
o 8 vehicle-to-person
conflict points
Attachment 6
WHAT:
• Pavement spot repairs throughout the City.
•
WHAT:
WHEN:
WHERE:
MEETING NOTICE
City of Beverly Hills
Public Works Department
345 Foothill Road
Beverly Hills, CA 90210
www.beverlyhills.org
For questions:
Public Works Customer Service
Tel: 310.285.2467
Email: [email protected]
City Council Study Session meeting
to review conceptual
design options for the
Beverly/Cañon/Lomitas intersection
DATE: Tuesday, March 21, 2023
TIME: 2:30 p.m., or as soon there-
after as the matter may be
heard
The meeting will be held in-person,
via telephone and video conference
and will be broadcast live on BHTV
Channel 10 on Spectrum Cable and
webcast live at
www.beverlyhills.org/watchlive
Project: Study Session Meeting –
Design options for Beverly/Cañon/
Lomitas intersection improvements
Dear Community Member,
The City’s Public Works Department invites your participation in the review of conceptual design options for proposed intersection improvements at the Beverly/Cañon/Lomitas intersection to enhance safety, accessibility, and traffic operations.
- Option 1: Raised Midblock Crosswalks
- Option 2: Roundabout
- Option 3: No Change
Beverly/Cañon/Lomitas Intersection
PUBLIC COMMENT:
The City Council agenda and staff report will be available online by June 18 at beverlyhills.org/CouncilMeetings. It is recommended that public written comments be submitted to the City Clerk’s office by 12:00 p.m. on the meeting date. Public comments will also be taken during the meeting when the topic is being reviewed by the City Council. Written comments should identify the Agenda Item Number or Topic in the subject line of the email. Written comments will be allowed with a maximum of 350 words, which corresponds to approximately 3 minutes of speaking time. If a comment is received after the agenda item is heard, it will not be a part of the record. Public comment via video conference or in-person will be 3 minutes per each individual comment, subject to City Council discretion.
- Audio/Oral: 310.288.2288
- Email: [email protected]
- Video (during public comment only):
https://beverlyhills-org.zoom.us/my/bevpublic (passcode: 90210) *Please note City Council items on the agenda are subject to being pushed to the next available meeting due to time used discussing prior items. Please check the website for the latest information.
YOUR DOLLARS AT WORK
PUBLIC WORKS DEPARTMENT