40 Ave S Project

While crash rates along 40 Avenue South have historically been below average, the corridor experiences high pedestrian activity and speeding concerns. The City is taking a safety-focused approach to improvements along the corridor.

The project team evaluated all viable intersection control options, including an improved all-way stop, a traffic signal, and a roundabout.

Statewide average crash data is useful for comparing different types of intersections. If this data alone were used, an all-way stop could appear to be an appropriate option.

Real-world behavior introduces safety risks that are not captured in the statewide averages and is a key reason a change is being recommended at this specific location. Site-specific analysis shows the existing all-way stop is not functioning as intended. Video observations at this intersection show:

• Many drivers do not fully stop, with more than half rolling through when the intersection appears clear and some drivers passing through without even slowing down
• Speeding is common, with 15% of westbound drivers observed going over 47-mph in a 40-mph zone
• Pedestrian crossings feel uncomfortable, especially near the school

A single-lane roundabout is recommended because it improves safety and addresses the specific driver behavior observed at this intersection.

• Fewer severe crashes: Serious-injury and fatal crashes are about 70 percent less likely at a single-lane roundabout than at an all-way stop.
• Slower speeds by design: Drivers typically travel about 15 to 20 mph through the roundabout, which greatly reduces crash severity.
• Not your typical roundabout: This roundabout is designed specifically for this location. Its smaller size and tighter layout force drivers to slow down more, making it a better fit for the surrounding neighborhood and school area.
• Better compliance: Drivers are not asked to make a full stop at an empty intersection. Instead, the design naturally slows traffic and requires yielding.
• Reduced conflict points: Roundabouts reduce the number of places where crashes can occur.
• Pedestrian-friendly crossings: Crossings are shorter and happen one direction at a time, with a raised median providing a safe place to pause.
• Works better as traffic grows: Roundabouts handle increasing traffic more efficiently and can reduce long-term delays. The goal is to slow traffic to improve pedestrian safety without causing substantial delays that lead to more aggressive driving.

It’s completely understandable to worry about children and families crossing near a school. This roundabout is designed to make crossings shorter, slower, and more predictable:

• Vehicles move through at much lower speeds
• People cross one direction of traffic at a time
• A raised median provides a safe waiting area

School crossing guards will continue during peak school times, and crosswalks will be clearly marked and well lit. See additional safety improvements included in this project below.

A roundabout helps improve visibility and reduce distractions. Drivers approach at low speeds, have clearer sightlines, and are not reacting to traffic signals or multiple competing movements.

Pedestrian crossings are set back from the roundabout so drivers can focus on the crossing before entering the roundabout.

At this intersection, observations show that forced stops do not always result in actual stops. Roundabouts replace stop-and-go driving with controlled, slow movement. This reduces crash severity and makes traffic behavior more predictable.

The project team evaluated several alternatives before recommending a roundabout. While each option can be appropriate in certain situations, they were not the best fit for this location for the reasons below.

Traffic signal

The amount of traffic at this intersection is not high enough to warrant a signal. Signals can also increase the risk of severe right‑angle crashes and may encourage speeding between lights.

Underpass

A pedestrian underpass was considered, but is beyond the scope and schedule for short-term improvements. Other pedestrian underpasses in the area (at 8 St and at 20 St) required years to develop, design, and construct and both were heavily supported by grant funding. An underpass would require major changes to the surrounding area. The City focused on a solution that improves safety sooner rather than waiting for a long‑term project.

HAWK pedestrian signal

A High-Intensity Activated Crosswalk (HAWK) signal is like a pedestrian stop light at an unsignalized crosswalk. Pedestrians push a button to activate a red light for drivers to stop. At this location, there is not enough pedestrian traffic to warrant a HAWK signal. Installing one here could create driver confusion and operational issues without meaningfully improving safety. HAWK signals are generally only recommended for mid-block crossings. For this project, Rectangular Rapid Flashing Beacons (RRFBs) are recommended west of the roundabout and at 16 St.

The roundabout is part of a broader set of safety improvements along 40 Avenue South, including:

• A new crossing just west of the roundabout featuring pedestrian crossing lights (Rectangular Rapid Flashing Beacons or RRFBs) and a refuge median so people only need to cross one lane of traffic at a time
• Rectangular Rapid Flashing Beacons (RRFBs) at 16 St
• Additional sidewalks and shared-use paths, including a new path on 14th Street
• Removal of right-turn lanes to shorten crossing distances and reduce vehicle speeds
• Enhanced lighting and high-visibility pedestrian crossings
• Reduce the posted speed limit west of 14 St to 30 mph

These measures are all proven safety tools. When combined, they provide a significant safety improvement over existing conditions.