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Final Glen St. Intersections Pedestrian Study
Memo To: Mr. Aaron Frankenfeld, Director Date: 12/23/2021
Adirondack/Glens Falls Transportation Council (A/GFTC)
11 South Street, Suite 203
Glens Falls, NY 12801
From: Barton & Loguidice, D.P.C. File: 1896.002.001
I. Introduction
A/GFTC and the City of Glens Falls initiated the Glen St. Intersections Pedestrian Study to evaluate
pedestrian circulation, pedestrian safety, and provide improvement recommendations to the
intersections of Glen St. at South St./Bay St. (Intersection # 1) and Glen St. at Sherman
Ave./Washington St. (Intersection #2). The study is administered through the A/GFTC
Transportation Planning and Engineering Assistance Program.
This Report summarizes the existing conditions of the two intersections, provides observations of
the intersection operations, and provides recommended next steps to implement improvements.
II. Existing Conditions
A site visit was conducted to observe and inventory existing field conditions. Video cameras were
deployed for one 24-hour, weekday period at each intersection to identify pedestrian traffic
patterns, safety concerns and/or vehicular conflicts, and any confusion that was observed when
pedestrians were accessing the intersection(s).
Glen St. at South St./Bay St.: This is a four leg signalized intersection with pedestrian signals that is
centrally located in the City of Glens Falls and surrounded by +local businesses, restaurants, and the
Crandall Library. Sidewalks are located on all intersection roadway approaches with sidewalk ramps
and crosswalks.
Glen St. (Rt. 9) is a mainline route in the east/west direction with one through lane in each direction,
a two-way left turn lane, and parking along each side of the street. Approaching the intersection in
the westbound direction, the parking lane and center median end 80 feet before the intersection to
allow for a dedicated right and left turn lane. The eastbound approach maintains a parking lane all
the way to the intersection with a through-right lane adjacent and the median ending/transitioning
to a left turn lane 130 ft. back from the intersection. Mid-block crossings are located 200 ft. and 330
ft. to the west and east of the intersection respectively.
The northbound South St. approach to the intersection features one travel lane in each direction
with adjacent parallel parking. A mid-block crossing with curb bump-outs is located 200 ft. south of
the approach. Just north of the bump-outs the northbound travel lane transitions into a left turning
lane and what was a parking lane becomes a through-right lane for shared movements.
Bay St. has a curbed median at the approach to the intersection with a monument and landscaping.
The southbound approach has a left turn lane and through-right shared lane. The opposing direction
is a single lane with no parking on either side.
Figure 2.1 – Glen St. at South St./Bay St. Intersection
The intersection is four way signalized with two mast arm signal poles located at the northwest and
southeast corners. There are ADA pedestrian signals/push buttons at all approaches with the
button for each direction mounted on the same signal pole with the heads above. Curb ramps were
previously installed to ADA standards at each corner of the intersection.
Glen St. at Sherman Ave./Washington St.: This intersection is located west of the South St./Bay St.
intersection. It is four way signalized for vehicles and does not include pedestrian signal equipment.
This intersection is also centrally located in the City of Glens Falls, surrounded by local businesses.
There are sidewalks on each corner of the intersection with curb ramps that do not meet current
ADA requirements.
Figure 2.2 – Glen St. at Sherman Ave./Washington St.
Glen St. (Rt. 9) is a mainline route in the east/west direction. The westbound approach consists of
one travel lane in each direction, a two-way left turn lane in the middle and no parking on either
side of the street. The two-way left turn lane converts to a left turn lane 175 ft. from the
intersection. The eastbound approach consists of one travel lane and parking lane in each direction.
The parking lane in the eastbound direction transitions to a right turn lane with the through-left lane
adjacent.
Washington St., the southbound approach, features a travel lane and parking lane in the
northbound direction and two travel lanes in the southbound direction that transition into a right
turn lane and a through-left lane on approach to the intersection. The northbound approach,
Sherman Ave., consists of two travel lanes (one in each direction) with no provisions for turning
lanes or on-street parking. An entrance to Stewart’s is located on the east side of Sherman Ave. with
the driveway in front of the stop bar on the northbound approach.
III. Site Assessment and Observations
Glen St. at South St./Bay St.:
1. Pavement striping – Existing striping is faded and not visible in some locations. Please see
Figure 3.1 below.
2. Curb ramps – Several of the ramps are showing signs of deterioration with damaged
sections of concrete, curb, detectable warning units, and ponding water, as shown in Figure
3.1. Several pedestrians with strollers were witnessed having a difficult time traversing the
existing ramps.
Figure 3.1 – Glen/South/Bay intersection striping and sidewalk ramp condition
3. Many of the pedestrians did not press the push button when crossing. This was more
common during non-peak hours or at early hours in the morning when vehicle traffic was
lighter. Many of these pedestrians would cross without hesitation, in some instances
caused conflict between vehicles with the green light having to wait on pedestrians.
Figure 3.2 – Pedestrians crossing without using the push button
Figure 3.2 was captured during the video recordings. The two pedestrians were attempting
to cross South St. without using the push button. The vehicle in the left turn lane had the
left turn green arrow but had to wait for the pedestrians to cross in this instance.
4. The pedestrian refugee island at the Bay St. crossing was also problematic causing people to
get trapped on the island for one of two reasons.
a. Some would stop to read the Civil War monument
b. Pedestrians traveling westbound (on Glen St.) that did not use the push button and
wait for the “walk” light; would begin to cross, and southbound vehicles would get
the green light, trapping them at the island.
Figure 3.3 – Pedestrians stopped in the Bay St. Median
5. There were numerous occurrences of turning vehicles having to stop and wait for
pedestrians in the crosswalk. In this scenario the pedestrians had the right of way with the
walk symbol activated while the same direction vehicular movement was green. The City
notified us of several public comments citing this same scenario where there was
heightened tension between the driver and pedestrian. The observations for this study did
not witness any frustrated or “road rage” type interactions. However, it is noted that this
could be a safety concern if there were an inattentive driver or pedestrian.
6. Several bicyclists were observed utilizing the sidewalk, sidewalk ramps, and crosswalks to
travel through the intersection.
Figure 3.4 – Bicyclists using the sidewalk
7. There were many instances of pedestrian confusion when looking for the push button to
cross South St on both sides of South St. At the southeast corner, the push buttons to cross
Glen St. and South St. are both located on the traffic signal pole that is adjacent to the Glen
St. crosswalk, this pole is 15 ft. away from the South St. sidewalk ramp which may
contribute to the confusion. At the southwest corner both push buttons to cross Glen St.
and South St. are located on the same pedestrian signal pole that is adjacent to the Glen St.
sidewalk ramp and 14 ft. away from the South St. sidewalk ramp.
Figure 3.5 – Pedestrians searching for the push button
Glen St. at Sherman Ave./Washington St.:
1. Pedestrian volume overall was lower than at the Glen St. and South St./Bay St. intersection.
2. Pavement striping – Existing striping is faded and not visible in some locations. Please see
Figure 3.6 below.
3. The existing curb ramps do not meet current ADA requirements. The ramps do not include
detectable warning units, there are drainage structures located at the base of the ramp, and
the positioning of the ramps do not line up with the crosswalk direction. Please see Figure
3.6 below for a close-up view of the south side ramps.
Figure 3.6
4. Pedestrians were observed to be hesitant to cross the street at this location. This appears
to be due to the lack of pedestrian signals to guide them. Pedestrians were observed to run
to cross the street when there was a gap in vehicle traffic and others would avoid crossing at
the intersection completely and defer to crossing mid-block.
5. There were numerous occurrences of turning vehicles having to stop and wait for
pedestrians in the crosswalk. The observations for this study did not witness any frustrated
or “road rage” type interactions. However, as noted at the other intersection in the study,
this could be a safety concern if there were an inattentive driver or pedestrian.
6. The existing signal system is operating satisfactorily. Longer queues of vehicles were
witnessed on Sherman Ave. and Washington St. as a result of separate phases being utilized
in the signal cycle in lieu of concurrent phases (which is currently restricted due to the one
lane approach of Sherman Ave.).
7. Pedestrians were observed to walk through Stewart’s parking lot and cross the street mid-
block behind the crosswalk. This crossing pattern is most likely due to the stop bar being
located behind the Stewart’s driveway.
Figure 3.7 – Pedestrians crossing at the Stewart’s driveway
IV. Recommendations
Recommended improvements to each intersection are provided below that will address the safety
and operational issues that were observed. Most of the recommendations are low cost
improvements that could completed by the City or through contracted services. The
recommendations are presented as standalone improvements that could be completed one at a
time or all at once, dependent on available funding.
Glen St. at South St./Bay St.:
1. Install Turning Vehicles Yield to Pedestrians (MUTCD # R10-15) signs on all intersection
approaches, see Figure 4.4 below. Overhead installation on the signal mast arm will be
most effective and should be placed in direct view of drivers in the left turn lanes.
Figure 4.4
An analysis of the existing traffic signal poles was completed based on the as-built record
plans. It was determined that the existing signal pole footings have enough moment
capacity to support the installation of these four (4) additional overhead signs on the mast
arms.
Probable Cost to Implement = $1,000 Each x 4 Signs = $ 4,000. Installation includes bracket
and mounting hardware, bucket truck, traffic control, and sign panel.
2. Adjust the signal phasing and timing to include a Leading Pedestrian Interval (LPI). A LPI is
typically a 3-7 second head start for pedestrians when entering an intersection with a
corresponding green signal in the same direction of travel. LPI’s are recommended at
intersections where high vehicular turning volumes come into conflict with higher volumes
of crossing pedestrians during their shared phase of the signal cycle. Coupled with
recommendation #1, the Yield to Pedestrian sign, these two items would increase driver
awareness of pedestrians at this intersection.
Source: National Association of Transportation Officials
Figure 4.3 – LPI Phasing Diagram
Probable Cost to Implement = N/A. The LPI can be implemented at no cost through
modifications to the signal phasing and timings.
3. Re-Striping the pavement would aid in guiding vehicles through the intersection and bring
attention to the crosswalks.
a. High Visibility Crosswalks should be installed at this intersection to provide
improved driver awareness of the pedestrian crossing locations. The crosswalks
include the addition of two transverse lines to the perpendicular ladder bars that
are on site currently as shown in the figure below. The pavement markings should
be Epoxy paint with glass bead for retro-reflectivity or retro-reflective thermoplastic
pavement marking tape.
Figure 4.1 – High Visibility Crosswalk Striping
Probable Cost to Implement = $ 10,000
b. It is suggested that all other intersection pavement markings are also replaced with
Epoxy based retro-reflective paint.
Probable Cost to Implement = $ 5,000
4. Provide an additional push button only pole at the southeast and southwest corners for
pedestrians looking to cross South St.
Probable Cost to Implement = $ 7,000. Installation includes standard push button, pole,
pedestrian crossing sign, conduit, and wiring.
5. Replace the existing pedestrian push buttons with Latching Pedestrian Push Buttons. The
Latching pedestrian push button assembly provides visual confirmation with a red LED light
that the button was activated and the call was placed to the signal controller. The button
itself can be fabricated with an arrow for direction of travel or even upgraded to include the
City logo or a theme for the area.
Figure 4.2 – Latching Pedestrian Push Buttons
Probable Cost to Implement = $900 Each x 8 locations = $ 6,000
6. Replace the existing static No Turn on Red signs with Overhead No Turn on Red Variable
Message Signs (MUTCD # R10-11), please see Figure 4.5. These dynamic signs provide a
dual benefit by allowing the no turn restriction when the pedestrian push button is
activated and also improves vehicular efficiency by allowing right turns when pedestrians
are not present. The signs are installed overhead in line with the right turn movement,
wired directly into the signal controller, and activated through the pedestrian push button.
When the push button is not activated, the sign is blacked out, allowing right turn
movements.
Figure 4.5
An analysis of the existing traffic signal poles was completed based on the as-built record
plans. It was determined that the existing signal pole footings have enough moment
capacity to support the installation of these four (4) additional overhead signs on the mast
arms, as well as the four (4) Yield to Pedestrian signs recommended in #1 above.
Probable Cost to Implement = $4,500 Each x 4 locations = $ 18,000. Installation includes
removal of existing signs, bracket and mounting hardware, new signs, and wiring to the
signal cabinet.
7. Reconstructing the curb ramps to provide new detectable warning units, address the areas
of ponding water, and provide a continuous smooth transition between the sidewalk and
road surface.
Probable Cost to Implement = $ 50,000. Installation includes excavation, subbase,
concrete, pavement restoration and grading, and detectable warning units.
8. Install Shared Lane Markings (also known as “Sharrows”) to notify vehicles and bicyclists to
share the roadway and help deter bicyclists from using the sidewalk.
Figure 4.6 – Shared Lane Marking
Probable Cost to Implement = $200 Each
Glen St. at Sherman Ave./Washington St.:
1. Install Pedestrian Cross Only on Green sign (MUTCD # R10-1).
Figure 4.8
Probable Cost to Implement = $ 100 Each x 8 Locations = $800
2. Re-Striping the pavement would aid in guiding vehicles through the intersection and bring
attention to the crosswalks.
a. High Visibility Crosswalks should be installed at this intersection to provide
improved driver awareness of the pedestrian crossing locations. The crosswalks
include the addition of two transverse lines to the perpendicular ladder bars that
are on site currently as shown in the figure below. The pavement markings should
be Epoxy paint with glass bead for retro-reflectivity or retro-reflective thermoplastic
pavement marking tape.
Figure 4.7 – High Visibility Crosswalk Striping
Probable Cost to Implement = $ 11,000
b. It is suggested that all other intersection pavement markings are also replaced with
Epoxy based retro-reflective paint.
Probable Cost to Implement = $ 3,000
3. Install Turning Vehicles Yield to Pedestrians (MUTCD # R10-15) signs on all intersection
approaches, see Figure 4.4 below. Overhead installation on the signal mast arm will be
most effective. Due to the unknown foundation conditions and age of the signal equipment
an analysis of the moment capacity of the footings could not be completed. It is suggested
that these signs are installed on the signal poles or roadside rather than installed overhead.
If the traffic signal is replaced in the future, these signs can be relocated overhead.
Figure 4.9
Probable Cost to Implement = $1,000 Each x 4 Signs = $ 4,000.
4. Reconstructing the curb ramps to meet current ADA requirements, provide new detectable
warning units, relocate drainage structures, and provide a continuous smooth transition
between the sidewalk and road surface.
Probable Cost to Implement = $ 60,000
5. An additional intersection traffic study could be conducted to evaluate vehicle and
pedestrian operation at this intersection, including a pedestrian signal warrant analysis. The
study could also analyze the potential benefits of constructing a turn lane on Sherman Ave.,
increased optimization of the traffic signal, and improved pedestrian measures (such as
some or all of the individual items included above).
V. Public Comments
The Draft Study was advertised and available for review or download by the City of Glens Falls on
their website and Instagram account in addition to the A/GFTC website and Facebook account. The
Draft Study was open for public review and comment from November 4, 2021 through November
19, 2021. A/GFTC and B&L also provided an overview of the project, findings, and
recommendations at the November 3, 2021 City of Glens Falls Board of Public Safety meeting. The
comments received are summarized below:
1. Michael Lingle, via e-mail on November 10, 2021 – I met with the traffic safety committee
several years ago. I am a frequent walker. I told them that the crossing at Sherman and
Washington was dangerous. There is no crossing signal for pedestrians. The light allows
traffic from Washington to proceed down Sherman Westbound when the light is red for
Eastbound. How would a pedestrian know?
The site assessment and observations of the Glen St. at Sherman Ave./Washington St.
intersection in this report are consistent with Mr. Lingle’s experiences. The Sherman Ave.
and Washington St. phases of the traffic signal do operate separately as a result of the
singular southbound travel lane on the Sherman Ave. approach. The first recommendation
at this intersection is the installation of “Cross Only on Green” signs to provide guidance to
pedestrians here with the absence of pedestrian signals. The study also recommends an
additional engineering study of the intersection to evaluate the vehicular signal operation
and also warrants for pedestrian signal.
2. Discussion held during the November 3, 2021 Board of Public Safety Meeting – At the Glen
St. at South St./Bay St. intersection, could the countdown timers be added to the current
pedestrian signals?
Yes, this is a good observation noted by the public in attendance with the November 3rd
meeting. Pedestrian countdown timer signals could be added to the current signal system
at the intersection in addition to the other recommendations presented in this report.
Currently, each direction has a single 16” x 18” signal unit that displays the Hand/Person
figures. These units can be replaced with 16” x 18” combination Countdown and Pedestrian
Signal units, See figure 5.1. Many current pedestrian signal applications will include two
side by side 12” x 12” units for each direction of control, one unit displays the Hand/Person
symbols and the other is the countdown timer. These side by side units could be installed
here if a full scale replacement is undertaken by the City, although the singular combination
units will allow for a more economical upgrade with a direct replacement of the existing
signal heads.
Figure 5.1 – Existing Hand/Person Signal and Replacement Combination Signal
Probable Cost to Implement = $1,200 Each x 8 Signals = $ 9,600.