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180563 Orig13;1 to City Clerk CITY OF ST. PAUL CO NCIL NO .. - OFFICE OF THE CITY CLERK itii i563 l OUNCIL •ESOL TION—GENERAL FORM (RESENTED BY foil_ 14K,9-,_410 --.. COMMISSIONS _tA , I, ∎-` DATFfi ' WHEREAS, heretofore the Emporium and Golden Rule Department Stores did make petition to the City Council for a midblock traffic signal and crosswalk across Robert Street between Seventh Street and Eighth Street to reestablish a crosswalk which had long existed theretofore in midblock, and the petition having been referred to the Traffic Committee by said Council, and WHEREAS, the Traffic Committee has returned the petition to the City Council for action thereon by the Council without recommendation by the Committee, now therefore be it r. - RESOLVED, that the midblock crosswalk on Robert Street between Seventh Street and Eighth Street is hereby restored and shall be reestablished at such a place and in such a manner as the Traffic Engineer shall order and provided further that this permission is granted by the Council specifically on the basis that the Emporium Department Store and the Golden Rule Department Store shall share and pay to the City all costs of policing the said established crosswalk for the utmost safety to be provided to pedestrians using the same and to facilitate the flow of vehicular traffic. Said crosswalk shall be used only at such times and in such manner and policed under the direct: supervision and control of theDepartment of Public Safety of the City of Saint Paul and the Traffic Engineer of said City, and further, that the said crosswalk shall be closed at such times as may be ordered by the said Traffic Engineer, and when the crosswalk is closed and unpoliced barricades shall be erected as directed by the Traffic Engineer to inform the public that the said crosswalk can not be used, and further RESOLVED, that if after a reasonable period of time experience shall show that the use of the cwalk does not contribute to pedestrian safety and vehicular traffic flow, tip e Council in granting this permission reserves all right to revoke the same upon the recommendation of the Traffic Engineer of the City of Saint Paul. COUNCILMEN Adopted by the Council ffee 4 1956195— , Yeas Nays eCourcy DEC 41556 oll H -' Approved 195_ /Mar 'telli t^ --"Mortinson n Favor `1 koL ` o .�,� Pet n '; 3 _ Mayor /frosen Against Mr.President, Dillon PUBLISHED/et-8 4-6 6M 6-56 2 • • ASSISTANT CHIEF ENGINEER CITY OF SAINT PAUL ACCOUNTING DIVISION ARTHUR W. TEWS JOS. PAVLICEK • Prin.Accountant OFFICE ENGINEER Capital of Minnesota HERBERT S. WEST DEPARTMENT OF PUBLIC WORKS •• • BUREAU OF SANITATION JOHN M.COTTER, Supt. BRIDGE ENGINEER FRANK D. MARZITELLI, Commissioner MAURICE W. HEWETT • • " CLIFTON G. HOLMGREN, Deputy Commissioner `•�"� READ OF MUNICIPAL EQUIPMENT TRAFFIC ENGINEER "' 1RTHUR H. KOCH EUGENE V. AVERY GEORGE M. SHEPARD, Chief Engineer �� STREETS AND HIGHWAYS ENGINEER BUREAU OF CORRECTION ARTHUR G. WELIN JOHN P.MULLANEY,Supt. November 13, 1956 Honorable Joseph E. Dillon, Mayor and Members of the St. Paul City Council Gentlemen: The City Council referred to the Traffic Committee for study and recommendation the attached request of the Golden Rule and Emporium for establishment of a mid-block crosswalk and traffic signal on Robert Street between Seventh and Eighth Streets. After reviewing this matter at considerable length, the Committee makes no recommendation other than to advise the Council to hold a public hearing following which the Coun.. cil should determine whether to grant the request. As instructed by the Committee we are attaching copies of the Committee proceedings consisting of the original petition, the City Traffic Engineerta report dated October 31, 1956, a copy of a letter from William G. Klett, State Highway Depart- ment Traffic Engineer, a copy of a motion of the Board of Directors of Downtown, Inc., and copies of the Committee minutes of November 5th and November 9th. The minutes for the Committee meeting of November 9th are subject to the approval of the members at the next meeting which is sched- uled for November 19th. The report of the City Traffic Engineer recommends that the request be denied and that the petitioners be advised to investigate the possi.• bility of an overhead bridge. The report states that in order to main- tain an effective, modern signal system, and avoid setting inconsistent and undesirable precedents, signals should be installed wily on the basis of recognized traffic control warrants and standards. The report states , further that no traffic control justification is '� j present for a signal at � �;�-°v"' this location, and that furthermore, such a signal would actually have an adverse effect on traffic control. The letter from Mr. Klett, State Traffic Engineer, was in answer / to a request from the Traffic Committee for an expression of opinion from the State Highway Department. The letter states if signals were in stalled at this location, it would be against all principles 'of good i� traffic engineering. The letter cites particularly the adver e feet , on traffic that such a signal would have. 4 \‘' 11,1. ii)C1 • ctev Honorable Joseph E. Dillon, Mayor and Members of the St. Paul City Council November 13, 1956 The motion of the Downtown, Inc. Board of Directors establishes that group as being in favor of the re-establishment of the crosswalk in some manner that would meet with the approval of the Traffic Engineer, Traffic Department, and the parties involved. As shown in the minutes of November 5th, Mr. Faricy, representing the stores, and the members of the Traffic Committee engaged in consider- able discussion, following which, a motion to recommend approval of the request was defeated by a vote of six to three. Voting for the motion, which was made by Commissioner Marzitelli and seconded by Commissioner DeCourcy, were Commissioners Marzitelli and DeCourcy and Mr. Crocker. Voting against the motion were Commissioner Peterson, Lieutenant Stattman, and Messrs. Wiessner, Johnson, Loeks, and Avery. Other members of the Committee were not present. A special meeting was called by the Chairman for November 9th for the purpose of further considering this matter. After considerable dis.. cession, the Committee approved with no dissenting votes the motion of Commissioner Rosen, seconded by Mr. Thomas, to make no recommendation to the Council other than to advise that the Council conduct a public hearing after which the Council should determine whether to grant the petition. The motion also provided that copies of the Committee proceed- ings and reports be transmitted with this report to the Council. Present at the meeting of November 9th were Commissioners Peterson, Marzitelli, Mortinson, Rosen, and DeCourcy, and Messrs. Stattman, Greenman, Johnson, Wiessner, Thomas and Avery. Toys very truly, y , EUGENE V. AVERY Traffic Engineer Secy. of Traffic Committee EVA:bjh Nu'R 10 Aii V1^Q ' t` .VS eF i VNd jil AOM N8310 ! , 1030 'OFFICE OF CITY, CLERK JOSEPH R. OKONESKI City Clerk BUREAU OF RECORDS HAROLD J. RIORDAN Council Recorder 386 City Hall and Court House St. Paul 2, Minnesota August 17, 1956 RECEIVED WG 17 1956 DEPT. WORKS TRAFFIC BUREAU Mr. E. V. Avery Secretary, Traffic Committee Building Dear Sir: The City Council referred to the Traffic Committee for study and recommendation, the attached request of the Golden Rule and Emporium for an establishment of a cross walk between the entrances of the two stores on Robert St. , together with Traffic Control Signals. Very , y yours, ; 1,,,,, e.2.2- \ q_ 0 ....;,„„avi..) /// .c27 City dlerk ----''—~- I CITY OF SAINT PAUL — MINNESOTA h, . FARICY, MOORE & COSTELLO ATTORNEYS AT LAW ROLAND J.FARICY FIRST NATIONAL BANK BUILDING CAPITAL 2-2751 RICHARD A.MOORE HARRY G.COSTELLO,JR. ST.PAUL I, MINNESOTA WILLIAM A.BIERMAN B.WARREN HART NORMAN E.BIORN ARNOLD F.STROMBERG WILLIAM FORME AUGUST 16, 1956 COUNCIL OF THE CITY OF SAINT PAUL SAINT PAUL, MINNESOTA RE: THE GOLDEN RULE - EMPORIUM CROSS WALK GENTLEMEN: WE TENDER HEREWITH FOR YOUR CONSIDERATION A PETITION FROM THE GOLDEN RULE AND THE EMPORIUM FOR THE ESTABLISHMENT OF A CROSS WALK BETWEEN THE ENTRANCES OF THE TWO STORES WITH SEMAPHORE LIGHTS SYNCHRONIZED WITH THE LIGHTS ON ROBERT STREET AT SEVENTH AND AT EIGHTH STREETS. MAY WE BE ADVISED OF THE PROGRESS OF THE PETITION? YOURS 'Y TRULY, ill. FARI ""'E & COST r B 4244 RJF/RM ENCLOSURE P \ k* ,‘, ‘ 9 / / ^,t a'` r y �l \i //z • Council of the City of Saint Paul Saint Paul, Minnesota Re: The Golden Rule — Emporium Cross Walk Gentlemen: You are aware of the fact that The Golden Rule and The Emporium, the largest retail stores in downtown Saint Paul, conduct their operations in buildings fronting on Robert Street, The Golden Rule on the west side between Seventh and Eighth Streets where it occupies the entire frontage and The Emporium on the east side of the same street occupying almost the entire frontage. These institutions have been in business at their present locations for many years, The Golden Rule since 1915 and The Emporium since 1918. Throughout these years they have been the leaders and they are now the leaders in the retail field in the loop, maintaining big payrolls and each of them has paid large ad valorem taxes and otherwise has contributed to the advancement of the civic life and activities of Saint Paul. From the time The Emporium opened at its present location until May of 1955 foot traffic moved freely across Robert Street between the entrances of the two stores. The Robert Street entrance was the heaviest traffic entrance to The Emporium accommodating thousands of its customers. Almost as many customers entered The Golden Rule through its Robert Street entrance as through its entrances on Seventh Street. Each store made large expenditures in constructing and planning its interior and its shopping counters and displays to meet the convenience and to attract the attention of customers passing from one store to the other on Robert Street. 2M Council of the City of Saint Paul Re: The Golden Rule Emporium Cross Walk In May of 1955 the City as a safety measure prohibited further mid-block passage of pedestrians across Robert Street between the stores. Both stores felt the impact immediately, particularly in the departments adjacent to their Robert Street entrances. While overall sales in each store has increased substantially during the period since May 1, 1955, the sales in those specific departments have decreased. Sales in the departments of both stores in the area of their Robert Street entrances for the year ending April 30, 1956 were over $250,000.00 less than the sales in the same departments for the year ending April 30, 1955. This was despite the fact that both stores showed increases in total store sales during the same period. At the present time, parking is permitted on the west side of Robert Street but since the curb from The Golden Rule entrance to Seventh Street is held available for bus stops the actual parking accommodated at the curb is limited to 5 cars. Semaphore lights are installed at Eighth and Robert and at Seventh and Robert and are synchronised so that both lights are "gon at the same time and both lights show "stop" at the same time. We request that foot traffic be permitted to move across Robert Street between the two stores on the following basis. 1) That all parking be prohibited on Robert Street between Seventh and Eighth Streets. 2) That a twelve (12) foot cross walk with the North and South edges clearly painted be established on Robert Street running at right angles to the curb and painted so that it will meet the curb slightly south of The Golden Rule entrance and slightly north of The Emporium entrance. • 3 Council of the City of Saint Paul Re: The Golden Rule - Emporium Cross Walk 3) That semaphore lights be established to control the foot traffic on the cross walk, synchronized with the semaphore lights now existing and operating on Robert at Seventh and Eighth Streets. 4) We understand that the city will be obliged to pay one half of the cost incident to the establishment of the cross walk and the construction of the semaphores. We will be willing to contribute to the City a sum equal to the cost required to be borne by it in this respect. The opening of such a controlled cross walk will not impede in any material way vehicular traffic on Robert Street. It will facilitate pedestrian traffic and will make it easier for shoppers to use that portion of the retail section of the loop which lies in the vicinity of Seventh and Robert Streets. We solicit your favorable action on the proposal. Yours truly, THE GO KULE BY • / ..-- THE EMPORIUM BY Of- • REPORT TO THE COUNCIL TRAFFIC COMMITTEE October 31, 1956 Bid-Block Traffic Sienal and Pedestrian Crosgine OO Robert Street Between Seyentb Awl Ejebth Poets, As directed by the Committee this office has investigated the possibility of permitting a mid block crosswalk on Robert Street between Seventh and Eighth Streets,. this crosswalk to be controlled by a mid-block traffic signal coordinated with exist- ing traffic signals at Seventh Street and at Eighth Street, A request for this type of traffic control was sent to the City Council by Roland J. Farley, acting for the Golden Rule and the Emporium. The Council referred the matter to the Traffic Cone. mittee for review and recommendation. The petitioners offered to pay to the city a sum of money equal to the cost required to be borne by the city for the installa- tion. In support of their request representatives of the stores have stated that the elimination of the mid-block crosswalk in 1955 has adversely affected sales in the departments adjacent to the stores' mid-block entrances. Installation of the mid-block signal and a pedestrian crossing is expected by the stores to in- crease sales substantially in this particular area of the stores. Our report on August 9, 1954 recommended discontinuing the then existing uncontrolled mid-block crossing. At that time, a mid-block signal appeared possibly feasible, although no detailed study of a mid-block signal was undertaken then. Since then, the "Scramble" signal at Seventh Street has been eliminated, and a number of other sig- nal changes have been made. This report continues the study of the mid-block cross- ing by examining in detail the request for a mid block signal. In carefully examining the signal request, the following questions are pertinent: 1, Is a mid-block operation at this location a justified and proper use for a traffic control signal? 2. What physical or construction problems are present? 3. If a mid block signal were installed at this location, would it have a beneficial indifferent, or adverse effect on traffic operation includ- ing pedestrians? Would tienal Use Be Appropriate? The concept that traffic signals should be installed and used only on the basis of established traffic control warrants and necessity is almost universally accepted in modern thinking. Such warrants are not aimed at helping individual husinesaes but rather business and community life in general. A mid-block traffic signal on Robert Street between Seventh and Eighth Streets is not only no+ warranted or needed on the basis of traffic control requiremen+s, but would, indeed, have an adverse effect on vehicular movement, as described hereinafter. Because of the shortness of the block. a mid-block signal is not warranted or necessary for pedestrian movements. The only justification for the signal would be to benefit a business operation on each side of the street. If a "business benefit" signal warrant is adopted by the City of St. Paul, it would be the only large city in the country with such a warrant, If this warrant is adopted, a gradually-deteriorat- ing traffic control situation could be expected in the downtown and throughout the city. There are many places in the city where a mid-block signal and pedestrian crossing placed without regard for traffic control requirements would, nevertheless, be considered beneficial to certain adjacent businesses. If a mid-block signal on Robert Street between Seventh and Eighth Streets is permitted by the city, it would be very difficult to deny other similar requests. Page 2 - Report to the Council Traffic Committee - October 3] , 1956 The conclusion appears inescapable that a mid-block signal at this location would be unjustified and not a proper signal use. Installation of a signal would set a highly undesirable precedent, Physical Installation Ptpbpns Because of the marquees of't he two stores, visibility of mid-block signal heads would be a problem, although not an insurmountable one. Detailed construc- tion investigations and plans were not undertaken. but it is believed that installa- tion of a mid-block signal would not be excessively difficult. Such a signal could be coordinated with the signals at Seventh and at Eighth Streets, Effect of Si an affic In considering this phase of the proposal, traffic surveys, capacity computa- tions, and on-the-site tests simulating a traffic signal were conducted. It was found that at the times of the studies._a mid-block signal and crosswalk would cut by one-quarter to one-third the space available for vehicular standing on Robert Street. between Seventh and Eighth Streets, During the tests of simulated signal operation, conducted October 17, 18, and 19, the lowering of storage space was demonstrated as was the not-infrequent blocking of cross streets and existing crosswalks, Photographs were taken of typical situations. During the simulation tea+s, an officer stopped traffic in the middle of the block simultaneously with the Seventh and Eighth signals which operate together. Results of the survey, conducted October 17, 18, and 19 are shown in the follow- ing table: S O U T H B O U N D N O R T H B O U N D No. of No, Cycles No. of No, Cycles Cycles Storage Cycles Storage Rain Mat alimed Insufficient Observes, Insuffiopsnt, 10/17 7:15 to 8:15 A.M. 63 6 63 4 10/17 10:15 to 11:15 A.M. 66 10 66 0 10/17 1:15 to 2:15 P.M. 66 4 66 0 10/17 4:15 to 5:15 P,M. 64 3 44 20 10/18 7:00 to 8:00 P.M. 60 9 60 11 10/19 1:15 to 2:15 P,M,, 64 11 64 10 10/19 4:15 to 5:15 P.M., 61 15 61 34 The figures shown in the above table indicate that a mid block signal operating at the time of the survey would interfere with the adjacent cross streets and crosswalks up to 509 of the signal changes, depending on the day and hour. It must be concluded, therefore, that the effect of the proposed mid-block signal would be adverse insofar as vehicular traffic is concerned and insofar as pedes- trian use of, the existing crosswalks is concerned. Page 3 - Report to the Council 'raffic Committee - October 31, 1956 An additional adverse effect was noted, When both northbound and southbound tra4'fic was stopped at the simulated mid-block crosswalk, it would have been very difficult for an emergency vehicle to travel down this portion of Robert Street, These vehicles normally have at least a forty-foot cross street to weave through stopped traffic at downtown signals, A mid-block crosswalk would be a disadvantage in this respect. The regular increase in traffic volume is expected to continue so an adverse condition created by the proposed' mid-block signal can be expected to become worse. The proposed layout for the interstate freeways is not expected to reduce the traffic on Robert Street and may well increase it. All actions of the City Traffic Committee should be aimed at bettering traf- fic conditions wherever and whenever possible. For the reasons discussed herein we believe that permitting a mid-block signal at this location would be a step backward, Recommendations It is recommended that: 1. The Traffic Committee recommend to the Council that the request be denied. Business promotion is not a sufficient or proper justification for the use of a signal where traffic control necessity or warrant does not exist. Furthermore, a traffic signal at this particular location would actually have an adverse effect on traffic, 2, The Traffic Committee recommend to the Council that the petitioners in- vestigate the possibility of an overhead pedestrian bridge. Respectfully submitted, EUGENE V. AVERY Traffic Engineer Secy. of Traffic Committee "INNIMISIossmi•Mi• • VIZI"( 4 "-roc AM" STATE OF MINNESOTA DEPARTMENT OF HIGHWAYS 1246 UNIVERSITY AVENUE ST. PAUL 4 October 9, 1956 Od Er. E. V. Avery Traffic Engin_!er Dept. of Public Works St. Paul 2, Iinnesota Dear Gene: T.H. #10 - Robert Street City of St. Paul In accordance with your request regarding the irstal- latien of special pedestr'ar sirial betmen 7th and 8th Streets on 7.otert, kindly be advised that if signals were installed at this location -it uldhe against all princi- )42 gc)od traffic engineering. P,iht-turning movements from 7th Street as well as from 8th Street, coupled wits the throug,h-movement on Robert, wo1:1d lead to utter confusi.sn at thesi intersections and woulc: Lack up traffic through thc intersections, thus causing unavoidable delay to 1- oth pedestrians and vehicles. Y o 1117;-;r, ‘,T ry- truly, W. G. Klett WGK :ACT Traffic Engineer • DOWNTOWN ST. PAUL, INC. 212 PIONEER BUILDING CAPITAL 4-4141 DATE: NcV ember 8, i256 t;6 MEMO ID: John Greeriman SUBJECT: John. here is the motion re "Cross-Walk" passed at the board of Directors meeting today: "Moved by Mr. Nason, seconded by Mr. Howard and passed, that the board of Directors of DCW4M,IN St. raul, Inc., on record as bet ng in favor of seein' the re-estab- 1 i s!unent of a cross-walk between the Emporium and Golden rule stores in some manner that would meet with the ap- proval of the Traffic Engineer, Traffic Department and the t:arties involved". i fe E'ard_s, FROM: PAUL K. MYERS EXECUTIVE SECRETARY MINUTES OF THE COUNCIL TRAFFIC COMMITTG'E N1 TINO November 5, 1956 Presents Commissioners Peterson (Chairman), Marsitelli, DeCouroy Messrs, Stattman, Loeks, Johnson, Crocker, Wieesner0 Avery, The minutes of the meeting of October 29, 1956 were approved as submitted to the members by mail: The Chairman fixed the date for the next regular meeting as November 19th since November 12th will be a holiday, Mr„ Avery reported that the request of the poet office for the reservation of curb space incident to special courtesy mail boxes for the Christmas season has been satisfactorily taken care of, The original post office request asked that courtesy mail boxes be placed on the center island on Kellogg Boulevard be- tween Cedar and Minnesota- Mr. Avery reported that after negotiating with the post office people, a mutually satisfactory arrangement had been reached whereby special boxes may be placed on the north side of Kellogg Boulevard between Sibley and Jackson Street, special boxes are signs may be placed, and a police officer may be stationed in the area to assist operations at certain times. The committee approved these arrangements and directed that appropriate action be taken. The traffic committee approved the recommendation of Mr. Avery to ban park- ing during the rush hours in the vicinity of Dale and Como as follows: 1. No parking 7:00 A.M. to 9:00 A.M. on the west side of Dale Street from Como Avenue to 165 feet north of Como Avenue, 2.. No parking 7:00 A,M. to 9:00 A.M. on the north side of Front Avenue from Dale Street to 1(0 feet past of Dale Street, 3, No parking 7:00 A.M. to 9:00 A,M, and 4000 P.M, to 6:00 P,M, on the south side of Front Avenue from Dale Street to 300 feet west of Dale Street. 4, No parking 4:00 P.M. to 6:00 P.M. on the east side of Dale Street from Como Avenue to 175 feet south of Como Avenue, 5, No parking 4:00 P.M, to 6:00 P.M. on the north side of Como Avenue from Dale Street to 250 feet west of Dale Street. The committee next took up the request of the emporium and 'Golden Rule Depart- ment Stores for a mid-block traffic signal and crosswalk across Robert Street be- tween Seventh S+rest and Eighth Street. Mr., Roland J. Farley was present repre- senting the stores, Mr, Avery presented a report recommending that the traffic committee recommend to the Council that the request be denied The report stated that there is no traffic control justification or necessity for a traffic signal at this location and that the possible promotion of business for an individual store is not a sufficient or proper justification for the use of a traffic signal where traffic control warrant does not also exist. The report stated that if the city permits the installation of this signal, a precedent or warrant will be ea+ablished whereby it will be very difficult for the city to deny similar re- quests for traffic signals to be placed without regard for traffic control needs, .2.- Minutes of November 5D 1956 The report stated also that a traffic signal mid block on Robert Street between Seventh and Eighth Streets would certainly not benefit traffic but actually would have en adverse effect on traffic movement. The report pointed out that past actions of the city traffic committee have been aimed at and have been effective in bettering traffic conditions in the downtown gradually° wherever and whenever possible° end that the permission fora mid-block traffic signal at this location would be a step backward to the thinking of the 1920's or 1930's. In discussing the matter, Mr. Farley stated that the two stores involved are two of the largest tax payers in down+own St. Paul and that it was right And proper that the city should permit the installation of a traffic signal to promote the business of the two stores. Mr. Farley stated also that he and other representatives of the stores hove observed traffic conditions in that particular block on Robert Street and that they were convinced that a mid-block traffic signal would not have an adverse et- feet on Robert Street traffic movement, Mr. Farley stated that if the mid..blook +retie signal is a problem during rush hours and certain other times° that agree.. men+ could be reached whereby the signal would tie shut off during those times. Mr. Farley stated that he and his associates had received assurance from the State Commissioner of Highways that if the City of St. Paul approved this signal° the state would not disapprove it. Mr. Fancy asked that additional studies be under.. taken to determine the extent to which inadequate vehicular storage space creates a problem during normal operating conditions without a simulated crosswalk where a police officer stops traffic in the mi''dle of the block. (See traffic committee report of October 31, 1956). After a considerable discussion of this mid block crosswalk matter, Commis- sioner Marsitelli, seconded by Commissioner DeCouroy, moved that the committee. recommend to the Council that the application for a mid-block traffic signal and crosswalk be approved, that an agreement be confirmed whereby the stores would bear the city's share of the cost of the signal, that the traffic engineer study the possibility of turning the signal off during rush hours and at other times of congestion and that in accordance with the request of the stores the parking be removed from the West side of Robert Street between Eighth Street and Seventh- Street. After a discussion, a roll call vote was taken, and the motion was de- feated. Voting yes on the motion were Commission-ye Marsitelli and neCourcy and Mr. Crocker. Voting no on +he motic n were Commissioner Peterson and Messrs. Stattmen° Wiessner, Johnson, Leeks° and Avery. Considerable discussion ensued relative to the nature of a report and recommendation to the Council . No agree- ment tJas reached, and no further action was taken on this matter at this meeting. The consensus appeared to be,, however, that a special meeting later this week would be appropriate in order to settle the matter, It being 12:10 P.M., the Chairman adjourned the meeting. Respectfully submitted, EMENE V. AVERY Traffic Engineer Secy. of Traffic Committee • MINUTRS OF TIM COUNCIL TRAFFIC COMMITTFFMEWING November 9, 1956 Present: Commissioners Peterson (Chairman), Marzitelli, DeCourcy, Rosen, Martinson Messrs. Stattman, Greenman, Johnson. Wiessner, Thomas, Avery. Mr, Marshall Hurley. Corporation Counsel. was present at the meeting as an advisor. This was a special meeting called and convened by the Chairman at 11:00 A,M. , on this date for the purpose of further considering the request of the Emporium and Golden Rule for a mid-block crosswalk and traffic signal on Robert Street between Seventh and Eighth Streets, All members of the traffic committee were notified of the meeting by telephone on November 7th and November 8th, The minutes of the meeting of November 5. 1956 were approved as submitted to the members by mail, At the request of Commissioner Peterson, Mr, Avery read his report of October 31, 1956 wherein it is recommended that the traffic committee recommend to the Council that the request be denied and that the traffic committee recommend to the Council that the petitioners investigate the possibility of an overhead pedestrian bridge, across Robert Street. (For further details see the October 31 . 1956 report to the traffic committee and the minutes of the November 5. 1956 meeting,) Commissioner Mortinson stated that some compormise should be found on this matter. He Faid that the Traffic Engineer's report is correct and that a traffic signal would have an adverse effect on traffic, that it would create an undesir- able precedent and that it would be a hazard since a signal at this location would be a non-standard type of installation with which the normal driver would not be familiar and would not expect. Commissioner Mortinson suggested that the request for a traffic signal he denied but that the crosswalk be reopened during low traffic hours and that the crosswalk be controlled by an off-duty traffic officer hired byr the stores on the same basis that such officers are hired by parking garages to assist traffic exiting from the garages, Mr. Greenman stated that this kind of compromise had been very seriously discussed at the rovemher 8th ' ✓stie ,/ meeting of the Downtown„ Inc., Board of Directors.' Commissioner DeCourcy 4•44e04ed ,q �► *140 suggested further that the crossing �f7 f4 area be chained off at the curb during high traffic volumr hours and that a "No d Leer. Crossing" regulation be enforced during those hours by a sit.'°oi '2 `�`� y P seciu-ity officer, Commissioner Peterson stated that it would not be possih1"e for the Police Depart- ment to furnish officers to control traffic at the crossing on city time. He stated further that such traffic control may bP hazardous for an officer since the average driver does not expect to be stopped in the middle of the block. Commissioner Peterson also questioned whether an off-duty officer would be present to control traffic at all times that the crosswalk is open, such officers being off occasionally because of sickness, vacations, and other reasons, Commissioner Rosen expressed himself as being in favor of re-establishing a crosswalk at low traffic hours and placing such crosswalk under the control of an off-duty officer hired by the stores, Mr.. Johnson stated that in his opinion the unusual nature of the mid-block crosswalk would constitute a hazard whether it were_ controlled by a traffic signal or an officer. He said that he felt sure the casualty companies would be interested in appearing at any public hearing con- ducted by the Council and that he personally world oppose the re-establishment of . a mid-block crosswalk in any form from a casualty standpoint. In answer to a question from Commissioner Rosen. Lt, Stattrnan said that the accident record at this-location prior to 1955 when an unofficial and uncontrolled crosswalk existed had not been serious, and that it was more of a congestion problem than an accident -2- Minutes of ^ovember 9. 1956 problem. He stated that prior to 1955 traffic was not stopped by an officer or a signal , however, Mr. Thomas asked what the Council would do when similar requests come in for mid-block signals and crosswalks to be placed where not needed or lustified on the basis of traffic or pedestrian movement, He stated +.ha+ once the precedent is established, the requests will come in, He stated that in other cities. notably Chicago. such mid-block crossings are being eliminated, M-, Thomas stated that in his opinion the proper solution to the problem is to separate pp a strians and vehicles by means of a temnel or an overhead bridge. HP went on to say that the planning and construction of such a bridge would provide an excellent subject for a public relations project, Mr, Wiessner stated that the petitioners have not thus far submitted suffi- cient evidence relative to the business effect of the proposed mie-block crosswalk. Mr. Wiessner pointed out that the original petition s+sted that overall sales in the two stores have increased in spite of the ap•erent decrease in tine departments adjacent to the mid-block entrances. Both Mr. Wiessner and Mr, Greenman stated that the city should have more information rela*.ive to +he amount of pedestrian traffic and store sales adjacent to the ent.ranc's other than those at the mid., block on Robert Street, Commissioner Eortir.son stated that insofar as the -Golden Rule is concerned a substantial rumber of persons enter at the second floor oe Eighth Street. an entrance which was not available a year ago.. Commissioner Peterson asked Mr. Hurley what the liability position of the city would be in event of an accident to a pedestrian occurring during a rush hour where a signal was installed in a nen.standerd location in the middle of the . block and turned off during rush hours or if the mid-block crossing was normally under the control of an off-duty police officer who was not present at the time of the accident, Mr, Hurley stated that if crosswalk lines were marked. there would be an implied invitation to a pedestrian to cross even though the signal was turned off during the rush hour, He stated, however, that the City of St. Paul has never in the past been held liable on something of this kind since it has always been held to be a governmental function., He pointed out, however, that in some other stater there is a groiiing +rend toward considering some traf- fic control functions as a service rather than governmental function, and some cities have, therefore, been held liable in certain cases. Mr, Hurley stated that in the given t the stores agreed to furnish a police officer for certain hours and did not for some reason, they might be considered liable if an accident. occurred, Mr, Hurley stated that the question of liability of the city may enter any case throughout the city at any time, and in that sense the operation of a mid-block crosswalk controlled by a signal or an officer would not. be a special case, Lt, S+attman reported that the sergeant on duty in the area at the time of the signal simulation trial with police oeficers (see report of October 31 , 1956) ha' reported to him that during the conduct. of the trial vehicles turning' onto Robert Street from Seventh and from Eighth were frequently blocked from turning and, consequently, not infrequently blocked east and west movement on both Seventh and Eighth Streets. The sergeant on duty also reported to Lt, Stattman that the congestion caused by vehicles stopped in the middle of the block would frequently have prevented an emergency vehicle from running down Robert Street, Mr;. Greenman reported that at its meeting of November 8th the Downtown, Inc, Board of Directors passed a motion by Mr, Eason, seconded by Mr, Howard,; that that board go on record as being in favor of seeing the re-establishment of a crosswalk between the Emporium and Golden Rule Stores in some manner that would meet with the approval of the Traf- fic Engineer, Traffic Department and the parties involved. After some further -3- Minu+Ps o° November 93 1956 discussion, the committee with no dissenting voe+s approved the motion of Commis- sioner Rosen, seconded by Mr, Thomas.° that the committee recommend to the Council that the Council conduct a public hearing following which the Council could de- cide on a proper course of action relative to this request, The motion also stated that copies of all reports and proceedings of the committee relative to this matter be incorporated in the report and recommendation to the Council, Respectfully submitted, EUGENE V, AVERY Traffic Engineer Sect', of Traffic Committee ROBERT T. GIBBONS CITY HALL SAINT PAUL 2, MINNESOTA November 21, 1956 The Honorable Mayor and Members of the City Council City of St. Paul City Hall and Court House Dear Madam and Gentlemen: I was present at the City Council session, Wednesday, November 21, and heard the discussions, pro and con, relative to the resolution concerning the request to reopen a mid-block crosswalk on Robert Street between Seventh and Eighth Streets. I believe that one erroneous impression was indicated and elaborated upon. That was the state- ment that "no recommendation had been made by the traffic committee. " As a member of that committee for two years in 195 + - 1956, I recall that the committee did recommend, and the council acted, in closing the then existing crosswalk. I assume that that recommendation still exists and should influence traffic policy because no subsequent recommendations have superseded it. Very truly yours,•, ROBERT T. GIBBONS G :w f)cel ‘,. ye, GREATER SAINT PAUL SAFETY COUNCIL ,.. 107 EAST KELLOGG BLVD. SAINT PAUL I , MINNESOTA — TELEPHONE CA. 4-4981 ,,,t.,� November 16, 1956 is r F- SAINT W PAN "T The Honorable Joseph E. Dillon, Mayor .� +� City of Saint Paul `�1 Saint Paul City Hall ' OFFICERS Saint Paul 2, Minnesota ; President ROBERT L. ANDERSON Kindy Optical Company Dear Sir: 22 East Seventh St. Vice President ROLAND D. WILSEY It has come to the attention of the Greater Saint Paul l947 W. Co Truck Road Inc. Safety Council that the Saint Paul City Council has been asked to 1947 W. County Road C Vice President consider the subject of mid-block pedestrian crossings in the down- JOHN W. GREENMAN Arcade Investment Co. town area. The members of the Safety Council have given long 220 Lowry Medical Arts Bldg. Vice President and serious consideration to this subject and have heard presen a- MRS. HELEN E. HUGHES tiong by proponents and opponents of mid-block crossings. Family Service of St. Paul Wilder Building Vice President At the November 16th 1956 meeting of the Saint Paul C. T. DeWITT / / g Northern Pacific Railway Safety Council, our membership unanimously t voted in opposition 176 East Fifth St. to all mid-block pedestrian crossings in the downtown area. I have Secretary DR. J. A. KJELLAND been asked to convey this information to you and to our City Council. American Red Cross 107 E. Kellogg Blvd. Treasurer For your information, I am enclosing of the report HOMER B. THOMAS / g a copy e Po Automobile Club of St. Paul made on Saint Paul in the 1955 AAA National Pedestrian Protection 85 E. Kellogg Blvd. Contest. Examination of this report will show that Saint Paul ranked Executive Committee last among the 28 cities in our class. In addition, our city ranked At Large HON. ARCHIE L. GINGOLD highest in the percentage of pedestrian fatalities to all fatal traffic Municipal Court accidents. St. Paul City Hall MRS. CLARA M. OBERG Globe Business College 23 East Sixth St. Our record is improving In 1956 (11 fewer pedestrian JOHN C. BRYANT fatalities at this date compared with 1955) due to the accelerated na keel ildng° pedestrian protection program of our police force and other city agencies concerned with traffic and street lighting. We do not wish to see these advancements lost through the establishment of one or more mid-block crossings through the problems they will cause. I ., (vie,„ .0.7, AN AFFILIATE OF THE MINNESOTA SAFETY COUNCIL ~ The Honorable Joseph E. Dillon, Mayor City of Saint Paul, Minnesota November 16, 1956 — 2 Mid-block crossings in the downtown area are unjustified for many reasons. We believe that the following reasons are the most significant: 1. One, or several, mid-block crossings are not con- sistent with uniform traffic control. Pedestrians and drivers are exposed to increased accident risk through this lack of consistency when mid-block crossings are not uniform and, therefore, provide unexpected situa- tions. 2. The passage of emergency vehicles may be seriously hampered. 3. Traffic studies indicate that mid-block crossings in- crease congestion. Increased congestion adds to accident exposure. 4. The granting of one, or several, mid-block crossings can result in additional requests for the same privilege based on precedent. Thus, the situation could become aggravated in many more parts of our downtown area. 5. With the number of vehicles on our streets increasing substantially year after year, the above problems will be rendered even more serious with the passage of time. Although commercial considerations are not our responsibility, it is our sin- cere belief that the competitive situation of downtown businesses with outlying shopping centers is worsened, rather than improved, by congestion. The question- able advantage of mid-block crossings could be far less than the loss due to the congestion which would be caused by these crossings. 4 i The Honorable Joseph E. Dillon, Mayor City of Saint Paul, Minnesota November 16, 1956 _ g _ The Greater Saint Paul Safety Council urges, therefore, that the Saint Paul City Council oppose the establishment of mid-block pedestrian crossings in our downtown area. Sincerely, THE GREATER S INT ' 'f L SAFETY COUNCIL i .4 i Robert L. Anderson, President A:sm Enc. P. S. We have just received the Annual Traffic Inventory from the National Safety Council. A copy is enclosed for your inspection. THE CONTEST The Seventeenth Annual AAA National Pedestrian Protection Contest for state and cities was held this year. Forty-seven states and 1,611 cities submitted reports on their 1955 pedestrian casualty records and pedestrian protection activities. The Contest, which has grown from a small beginning into one of the outstanding traffic safety efforts in the nation, is intended to en- courage city and state officials to institute and carry out more effective programs to reduce pedestrian accidents. Proof that extensive pedestrian protection programs accomplish valuable results is evidenced by the fact that since 1937, when pedestrian traffic deaths were at an all-time high with 15,500 fatalities, the toll has been reduced to 8,200 in 1955, or 47 percent. All other traffic deaths, in this same period, have increased 25 percent, This outstanding reduction in pedestrian fatalities is a real tribute to the continuing activities of state and city officials, civic leaders and local organizations on behalf of pedestrians:, Study of the Contest reports enables the American Automobile Association to compare the pedestrian casualty records and pedestrian protection programs of each city or state with others of like size and problem, to evaluate their efforts, and recommend actions which will help to further reduce pedestrian accidents. This analysis is based solely on information contained in your state's or city's 1955 Contest report, its exhibits and reports submitted by other cities or states in the same group. The American Automobile Association and your local AAA Club can assist your officials in carrying out recommendations contained herein- A valuable new aid which spells out the necessary steps in organizing and conducting pedestrian safety activities is the AAA booklet, "Model Pedestrian Protection Program„” PER CENT OF POSSIBLE SCORE r pp + O 0 8 $ 8 8 • __„....r.__T_r__.._.....T.,_._r_,_r,,._.__T___r_,_T____ -1 1954 1955 1:7 1954 . O iMOVV:gg∎0 i i i i i i i 01i i:i•+•i iei; °4 ;, 0 a A cn n r 1954 Z.1 v • • A•••i'•A•AA��♦ e� �e► V � � � iA.••••••••••••••••• ••••••••••_••.•.••e.•.•.�..�•iiii:•Oi.i:A.•..•.•; y -4 1955 "'I p Z n al‘8. r f�'1 iR 0 1954 M -0 0 Z ♦••4.••••••••••••A•••••••••••••• OM 0 1955 i4 ill 8 z o N .�y z 1954 ipI re, x 'G O •T •••••e• ••°•°•°••••••••••••••°•°•.•�AA-..•.••••••••••••∎•°•°•∎*.•.••••••••••�•�•�•�1 O O XI z 1955 a> cz m ce o cz• Z O1954 1955 Z Z ccn n m c - . 1954 m r• No 1955 core z • xi2 1954•••••••••••••••••••A.•.•.•.•.•••••. ••. ".4•••4 1955 I I I I I I I • I I , g 0 8 g . 1 I • ■ ■ GENERAL INFORMATION Saint Paul established a poor record in the 1955 AAA National Pedestrian Protection Contest. There were 28 cities reporting in the 200,000 to 500,000 population group, and Saint Paul's rank among these cities was last. Saint Paul received 22 percent of the possible points in the Contest. The top 30 percent of cities in the group received at least 57 percent. The leading city, Seattle, Washington, had 72 percent of the available total. There are two major parts of the Contest - the first relating to actual death and injury record, and the other con- sisting of the program carried out for pedestrian protection. Saint Paul's score on both parts was below the standard, as a glance at the bar chart on page two will reveal. The bar chart on page two shows how each part of Saint Paul's performance compares with the performance of the top thirty percent of cities in the group and also to its 1954 Contest score. The established standards for a group are set by the answers to Contest questions by the top thirty percent of cities in the group. A city failing to meet this standard, or failing - to report its activities, received less than full credit for the question. In order to earn maximum credit, it is urged that complete information be furnished on every Contest question. Inadequate information has made it impossible to evaluate cities' efforts. It has also made it difficult to adequately furnish facts to The President's Committee for Traffic Safety. In the sectional analyses which follow, numbers desig- nating each item correspond with the numbers designating the same item on the report form. Recommendations for program sections begin on page thirteen and follow through to page 23. After the recommenda- tions there will be found various charts and tables pertaining to national pedestrian protection programs. - 3 - CASUALTY RECORD Saint Paul received 12 percent of the possible credit for death and injury record, and ranked 27th among the 28 competing cities. The top 30 percent of cities in the group received 55 percent or more of possible score. Syracuse, New York, was the leading city for this important Contest section, with 85 percent. Twenty eight pedestrians were killed in traffic -- in Saint Paul during 1955 compared with 25 in 1954 and 20 in 1953. For Contest scoring, a comparison with the death record for two years previous is made. The pedestrian death rate of 9.0 per 100,000 population compared unfavorably to the average rate of 5.1 for cities in Saint Paul's size class. The 427 pedestrian injuries during 1955 repre- sented a decrease from the average of the preceding two years. Saint Paul had 434 injuries in 1954 and 449 in 1953. For Contest scoring a comparison with the injury record for the two years previous is made. The ratio of pedestrian injuries to deaths was 15 to 1, as compared with 28 to 1 for the average city. The higher this ratio the greater the number of points awarded since it would indicate either a more thorough accident reporting system, or that fewer pedestrians were killed for the number injured, or both. A recent study of 36 of the largest cities in the United States revealed that during the last six years, 63% of the total traffic fatalities were pedestrians. The tables at the end of this report porvide a three year record of pe- destrian involvement for the 28 cities reporting in the 200, 000 to 500,000 population group. In 5 cities, over 60% of traffic fatalities involved pedestrians. In 20 cities, 40% to 60% of the traffic fatalities in- volved pedestrians. In only 3 cities, did less than 40% of the traffic fa- talities involve pedestrians. - 4 - •SECTION B. ACCIDENT" RECORDS Saint Paul received 49 percent of total possible points for its accident records system and ranked 22nd among the 28 cities reporting in the 200,000 to 500,000 population group. The top 30 percent of cities in this group received at least 71 percent of possible score and the leading city, Kansas City, Kansas, obtained 84 percent of total Contest credit.on this section. The bar chart on page two shows graphically your city's performance for 1955 compared with 1954 and with the performance of the top 30 percent of cities in this size class. Saint Paul Nstablisbe6 . Standards* 1. Were complete records kept on actions of Both deaths pedestrians resulting in accidents? Ye3 & injuries 2. Were accurate time, sex, and age break- No downs kept on pedestrian injuries? Day-Night. Yes Breakdown 3. Were accurate time, sex, and age break- downs kept on pedestrian deaths? Incomplete Yes 4. Were accurate time, sex, and age break- downs kept on all traffic deaths? Incomplete Yes See Becom- 5. Was complete annual accident summary made? Yes mendation D. 6. How many summaries (per 100,000 population) were distributed? 2 32 7. Was complete monthly accident report made? Not Sse Submitted mendation D. 8. How many reports (per 100,000 population) were distributed? 1 17 9. Was a pedestrian injury report submitted? No Yes 10. Did spot maps indicate pedestrian accidents by day-night, fatal-injury, and child-adult? No Yes 11. Did spot maps indicate residences of pedes- Yes trian accident victims? No 12. Were spot maps preserved for future use? Yes Yes 13. How many uses were made of pedestrian 9 accident data? The foregoing information was taken directly from-your city's Contest report for 1955. *The standards for full Contest credit for each question are established by the performance of the top thirty percent of cities in the 200,000 to -500,000 population group. - .5 - SECTION C. LEGISLATION AND EN1ORCEMENT Saint Paul received 45 percent of total possible points for its legislation and enforcement program and ranked 16th among the 28 cities reporting in the 200,000 to 500,000 population group. The top thirty percent of cities in this group received at least 59 percent of possible score and the leading cities, Indianapolis, Indiana and Seattle, Washington, obtained 87 percent of total Contest credit on this section. The bar chart on page two shows graphically your city's performance for 1955 compared with 1954 and with the performance of the top 30 percent of cities in this size class. Saint Paul Established Standards 1. Is there a city ordinance or state law regu- lating pedestrian mid-block crossings? YA3 Yes *2. How many points were accumulated toward credit 2,532 1,946 for arrests, convictions and written warnings? 3. Is there a city ordinance or state law regu.. lating pedestrian crossings at signalized Yes Yes intersections? *4. How many points were accumulated toward credit 0 1,236 for arrests, convictions and warnings? 5. How many pedestrians (per 100,000 population) were arrested or taken into custody for 831 3.506 intoxication? 6. How many drivers (per 100,000 population) were arrested for violating pedestrians' 13 123 rights of way? 7. What percent of pedestrians cross on correct 100% 98% signals? 8. Was 1955 pedestrian observance study submitted? No Yes 9. At what percent of the curbs adjacent to 60% 100fi schools is parking prohibited during school hours? 10. How many fines (per 100,000 population) 72 100 were imposed? * Arrests, convictions and warnings were combined, allowing one credit for each warning and double credit for each arrest, four credits for each convictions (per 100000 population). - 6 - L!GISLATION AND ENFORCE NT (Coat'd.) Saint Paul Established Standards* 11. At intersections, how close to a cross— 20 feet 20 feet walk may a vehicle be parked? 12. How many fines (per 100,000 population) 112 138 Were imposed? 13. How many visits to school assemblies, _Number of 3.8 per or to schools to assist in pedestrian schools school programs, were made by traffic officers not during 1955? indicated 14. At how many school crossings (per 100,000 population) are police officers or adult 4 26 crossing guards on duty each day? The foregoing information was taken directly from your city's Contest report for 1955. The standards for full Contest credit for each question are established by the performance of the top thirty percent of the cities in the 200,000 to 500,000 population group. • - 7` SECTION -D. ENGINEERING Saint Paul received 75 percent of total possible points for its engineering program for pedestrian aid and protection and ranked 14th among the 28 cities reporting in the 200,000 to 500,000 population group. The top 30 percent of cities in this group received at least 88 percent of possible score and the leading city, Seattle, Washington, received 100 percent. The bar chart on page two shows graphically your city's performance for 1955 compared with 1954 and with the performance of the top 30 percent of cities in this size class. Saint Paul Established Standards 1. How many man-days (per 100,000 population) were spent installing and maintaining sig- 1,240 2,161 also signs, etc.? 2. Does your city employ a trained traffic Yea Yes engineer? 3. How many many-days (per 100,000 population) were spent in pedestrian volume and gbserv- 22 77 ance studies? 4. How many recommendations were made as a result 10 12 of pedestrian studies? 5. How many 'of the above recommendations were 10 10 carried out? Existing New or Replaced Pedestrian Pedestrian Facilities ?s►cilitics Average No. of Average No. of Saint Paul facilities for Saint Paul facilities for 200,000 to 500,- 200,000 to 500,- 000 Pop. 000 Pop. Vaderpassee or 0 5 overpasses 6 0. Street lights 14,535 12,132 666 961 Barriers 0 7 0 1 Intersections with "Walk-Don't Walk" or 31 57 19 13 "Walk-wait" signals Loading, zones 0 8 0 0.1 Pedestrian Islands 5.3 miles 48 0 5 Miles of sidewalks 985 1,188 28 31 Intersections with 173 785 63 119 • crosswalks • Painted crosswalks 3 46 2 10 mid-block Intersections with 0 4 0 .05 scramble system - 8 - ACTION N. ORGANIZATION Saint Paul received 43 percent of total possible points for the organization phase •of its pedestrian protection program and ranked 17th among the 28 cities reporting in the 200,000 to 500,000 population group. The top 30 percent of cities in this group received at least 75 percent of possible score and the leading city,. Seattle, Washington, received 85 percent of. total Contest credit on this section. The bar chart on page two shows graphically your city's performance for 1955 compared.with 1954 and with the performance of the top 30 percent of cities in this size class. Saint Paul Nstabli shed 'Standards 1. Is there an organization officially re- sponsible for co-ordinating pedestrian Yes Yes activities? St. Paul bee Recom- Name' of organization c mendation J. Committee Do members of this organization represents The Mayor or city,manager Yes Yes Courts Yes Yes Police Yes Yes School System No Yes City engineer Yes Yes Newspapers Yes Yee 2 or more civic Yes Ti. organizations 2. Now many pedestrian meetings were held 28 • 12 during the year? 3. Does co-ordinating organization have No Yes paid staff? Number of employees. _ 3 4. What is amount (per 100,000 population) of _ $7,636 co-ordinating organization's annual budget? Is it supported from public revenues? _ Yes. 5. Was city-wide traffic safety meeting held No Yes during 1955. Percent of time devoted to pedestrian. 6. How many organizations (per 100,000 popula- 2 1) tion) assisted in promoting pedestrian safety? Now many meetings were held? (per 100,000 pop.) Unknown 39. 7. How many city employees (per 100,000 popular- 2.2 34 tion) devoted time to pedestrian safety? _ 9 _ SHCTION F. SCHOOL SAFIT! Saint Paul received zero percent of total possible points for its school safety program and ranked last among the 28 cities reporting in the 200,000 to 500,000 population group. The top 30 percent of cities in this group received at least 84 percent of possible score and the leading cities, Richmond, Virginia and Tampa, Florida, obtained 97 percent of total Contest credit on this section. The bar chart on page two shows graphically your city's performance for 1955 compared with 1954 and with the performance of the top 30 percent of cities in this sire class. Saint Paul 2stab13shed Standards 1. Informational question. No points. 2. Percent of schools with active safety patrols. - 100% 3. Number of activities undertaken to improve - 14 safety patrol efficiency. 4. Percent of credit earned for the extensiveness of safest route to school activities for begin- - 100% ning pupils. 5. In the average elementary class, how many hours per month were devoted to teaching traffic 4 safety? 6. How many different materials were used in teach- - See Reoom- ing traffic safety? mendatton D. 7. Total percent of time devoted to traffic safety 100 supervision by supervisor and assistants. - 8. How many playgrounds (per 100,000 population) 20 were kept open during the summer months? How many playgrounds (per 100,000 population) - 17 . were supervised at least 20 hours per week? 9. Percent of high schools giving classroom in- - 64% struction only in driver education. How many students (per 100,000 population) - ' 1 050 took the training? 10. Percent of high schools giving both class- room instruction and behind-the-wheel practice - 75% driving. How many students (per 100,000 population) took the course? - 525 - 10 - SECTION G. PUBLIC IHJ'ORMATION Saint Paul received 20 percent of total possible points for its public information program and ranked 22nd among the 28 cities reporting in the 200,000 to 500,000 population group. The top 30 percent of cities in this group received at least 64 percent of possible score, and the leading city, Indianapolis, Indiana, received 96 percent. The bar chart on page two shows graphically your cities performance for 1955 compared with 1954 and with the performance of the top 30 percent of cities in this size glass. Saint Paul ,Hstablished. Standards 1. How many different traffic safety films(per 100,000 population) were shown? Unknown 15 Total number of showings of all prints(per ,, 100,000 population). 233 2. Now many pedestrian safety scripts and re- leases (per 100,000 population) were distri- - 118 bated by city to radio stations? How many spot announcements (per 100,000 popu- _ 612 lation) ? 3. Now many pedestrian programs (per 100;000 population) were broadcast over local radio 6 47 and T.T. stations? Now many spot and station break announcements (per 100,000 population) dealing with pedes- 96 ' 979 trian safety were broadcast over local radio and T.T. stations? 4. How many releases (per 100,000 rnpulation) were 8 83 distributed by city to papers? How many mats were distributed (per 100,000 0 29 population)? _ 5. Now many column inches (per 100,000 population) of news stories and editorials on pedestrian 128 1,805 safety were printed in local papers? How many column inches (per 100,000 population) of safety display ads and comics on pedestrian 32 416 safety were used in local papers? 11 - PUBLIC INFORMATION (Cont'd.) 6. Number of pedestrian items distributed in city. Posters Cards and Bumper Bus Leaflets Banners Cards Saint Paul - 10,000 - - Average Aim, 6137 58,278 5,895 2941 ber per city Saint Paul Established • Standards* 7. At how many locations (per 100,000 popula ' tion) were pedestrian instructions marked 167 39 on sidewalk or street? 8. How many talks (per 100,000 population) deal- ing in part with pedestrian safety were made 27 80 to groups of at least 25? 9. Is there a violators' school for pedestrians? No Yes Is there a violators' school for drivers? Yes Yes 10'. Was a special pedestrian campaign carried on Limited See Recom- in 1955? mendation I. The foregoing information was taken directly from your city's Contest report for 1955. *The standards for full Contest credit for each question are established by the performance of the top thirty percent of the cities in the 200,000 to 500,000 population group. - 12 - RECOMMENDATIONS SECTION B. ACCIDENT RECORDS The following are general recommendations pertaining to related questions on the Contest report form. The report form submitted indicates that special attention is needed on the items circled in red. A. Complete information on both pedestrian fatalities and injuries should be kept, with summaries and spot maps to tell when, where, why, and to whom, pedestrian accidents happen. A good set of accident records serves as a guide to most of the other steps necessary to improve the accident picture. When improvement in the accident records system is needed, assistance is available from the International Association of Chiefs of Police and other traffic safety organizations (Traffic Accident Report forms are available from the National Safety Council, 425 N. Michigan Ave. , Chicago, Ill.). B. A record of actions of pedestrians leading to accidents is very helpful in pointing to enforcement, engineering, and educational steps which need to be taken. Such records should be accurately kept. Complete information as to the age and sex of pedestrian and all traffic accident victims and the hour of day at which the accidents occurred should be recorded. A standard accident report form,- properly completed, would provide this information and should be used. D. Every city should prepare, for study and distribution, an annual traffic accident summary and periodical traffic accident reports, based upon the data provided by the accident records system. A standard summary form should be used. An accident summary is more then a simple statement of the number of accidents, or the number of arrests made during the year, or some such general listing. When a standard form is used and filled out in full, such a summary provides detailed information on pedestrian accidents, such as pedes- trian actions resulting in accidents. 0 It is recommended that distribution of traffic accident summary and periodical accident report, include enforcement officers, mem- bers of safety committees and organizations, newspapers and radio stations, and others who might use its information. In the past, accident statistics have been based on the viewpoints of the drivers and investigating officers. It is recommended that injured pedestrians be required to file a complete report, so that their opinions as to causative factors will be included in the total accident picture. A separate pedestrian report form is recommended. However, if the pedestrian viewpoint is to be recorded on the regular accident report, investigating officers should be instructed to obtain a complete statement from the pedestrian. L -13- RECOMMENDATIONS ACCIDENT RECORDS (Continued) 0 Pedestrian accidents should be shown on separate accident spot maps. Such maps should be marked to distinguish between accidents on basis of location, injury or fatal, child or adult, and day or night. This kind of information, when presented graphically by means of symbols, makes it easier to locate areas of pedestrian accidents and to start direct remedial steps. 0 Spot maps showing residences of victims of pedestrian accidents are helpful in pointing out areas in which greatest educational efforts should be directed. I. If accident spot maps are to be of value in establishing trends, or as background for future decisions, they should be photographed and preserved. Pins used should be of such color and design as to permit black and white photography. ® Pedestrian accident data has many possible uses in the adminis- trative, enforcement, engineering, and educational fields. The data should be utilized to the fullest extent. L -14- RECOMMENDATIONS SECTION C. LEGISLATION AND ENFORCEMENT The following are general recommendations pertaining to related questions on the Contest report form. The report form submitted indicates that special attention is needed on the items circled in red. A. Most states and communities enforce traffic laws and ordinances relative to motor vehicles. But, oddly, many cities have no regulations for another important segment of traffic -- the pedestrian. In some states, of course, enabling legislation is needed before cities may act. In such cases, cities should urge the state to act. Important types of pedestrian control are the regulation of pedestrian mid-block crossings and pedestrian cross- ings at signalized intersections. After enactment, an educational program to acquaint the citizens with the regulations should be undertaken for several weeks, to be followed by enforcement of the same (Pedestrian regulations are contained in the Model Traffic Ordinance, published by the Bureau of Public Roads, Washington 25, D.C. ). B. Enforcement of regulations on mid-block crossings by pedestrians and requiring pedestrians to obey traffic signals is recommended. Such enforcement, including arrests and warnings, should be preceded by and educational program which would take several weeks. 0 The detention of intoxicated pedestrians is a deterrent to accidents. All studies reveal that a substantial percentage of pedestrians involved in accidents have been drinking. In some localities this problem is more severe than in others but it is always present to some degree. D. Arrests must be made of those drivers who persist in violating the pedestrians' rights of way. Programs to obtain pedestrian obedience in traffic are weakened if the motorist recognizes no obligations. Moreover, it helps make all drivers conscious of the pedestrians' rights when enforcement is directed at those who offend. E. A campaign to develop widespread observance of traffic signals is suggested to cities in which pedestrians pay insufficient attention to the lights. A by-product of such a campaign would be an increase in the awareness of pedestrians to their general responsibilities in traffic. L -15- RECOMMENDATIONS LEGISLATION AND ENFORCEMENT (Cont9d) 0 An observance study showing what percent of pedestrians start across the street on the green signal at busy downtown intersec- tions should be very valuable in showing the need for enforcement of ordinances requiring pedestrians to observe traffic signals. (Sample observance study forms are available at local AAA Club or from the American Automobile Association, Washington, D. C.). 0 It is recommended that on streets adjacent to schools, parking be prohibited on the school side during, and 30 minutes before and after school hours. H. If the ordinance regulating parking on the school side of streets one-half hour before and after and during school hours is being disregarded, increased attention to enforcement should be given. I. The minimum distance from crosswalks at which parking should be permitted is set at 20 feet in the Model Traffic Ordinance. The practice of parking close to crosswalks endangers the lives of pedestrians since such parked cars block the vision of both the pedestrians and the approaching vehicles. J. If the ordinance regulating parking (too close to crosswalks) is being disregarded, increased attention to enforcement should be given. 0 It is suggested that by working closely with the schools and by appearing frequently before school assemblies, police can carry out an important traffic safety activity as well as take advantage of the excellent public relations opportunity thus provided. Studies measuring the relative importance of traffic control and accident prevention as a police function in comparison with other police activities can be helpful in determining what proportion of police personnel and funds should be devoted to traffic. Additional police officers or adult crossing guards, which are used with success in many cities, might well be made available for assignment to traffic duty at school crossings. (See AAA manual, "Adult Crossing Guards") M. The standards for full contest' credit are set by the performance of the top thirty percent of cities in a group. Inasmuch as your city did not attain this standard on most of the items in this section, a careful review of all recommendations for suggestions as to how to improve the pedestrian protection program in your city might prove helpful. L -16- RECOMMENDATIONS SECTION D. ENGINEERING The following are general recommendations pertaining to related questions on the Contest report form. The report form submitted indicates that special attention is needed on the items circled in red. A. A well rounded engineering program should be conducted with sufficient time given to maintenance of the present pedestrian facilities, and attention given to the construction of new facilities. B. Every city should employ a trained traffic engineer. This engineer should be responsible for the collection, analysis and interpretation of all data needed to measure existing and estimate future traffic characteristics. He should be responsible, also, for the preparation of plans and recom- mendations for the proper location, function and operation of traffic routes and terminals. Furthermore, he should be responsible for the appli- cation of uniform and effective regulatory, warning and information devices to traffic facilities. Pedestrian volume and observance studies provide much valuable information for determining engineering needs. The number of man-hours spent on such projects should be sufficient so that the information gathered, together with that of other traffic studies and accident records, can be used in improving existing pedestrian facilities. D. Recommendations for improvement made as a result of a volume and observance study must be rated as to primary needs. Once these needs are ascertained, all effort should be made to carry them out in the order of importance. ® Substantial numbers of pedestrian islands, loading zones, barriers, street lights, special pedestrian signals, intersections with marked crosswalks and miles of sidewalks contribute to pedestrian safety. Cities should carefully review the possible need for more of some of these facilities and devote special attention to the upkeep of those already in use. A well balanced engineering program does not involve large numbers of one or two types of facilities and nothing else. On the other hand, one community's needs will differ from those of another, and each must study its own problems to determine which facilities should have first priority. F. The standards for full contest credit are set by the performance of the top thirty percent of cities in a group. Inasmuch as your city did not attain this standard on most of the items in this section, a careful review of all recommendations for suggestions as to how to improve the pedestrian protection program in your city might prove helpful. L -17- RECOMMENDATIONS SECTION E. ORGANIZATION The following are general recommendations pertaining to related questions on the Contest report form. The report form submitted indicates that special attention is needed on the items circled in red. A. Every community needs an official organization, such as a Traffic Safety Committee, to plan, guide and carry out its pedestrian protection program. Such an agency should be composed of those city officials whose departments have an interest in the traffic problem, and representatives of non- . official support organizations, such as civic clubs. A key to reducing accidents is close co-operation between public officials and support groups. One cannot function at peak efficiency without the other. Recommendations pertaining to community organization have been made by the President's Committee For Traffic Safety. The AAA publication, "Model Pedestrian Protection Program" presents in detail a step-by- step plan for organizing a community pedestrian committee and program. B. Cities which have an organization to coordinate the pedestrian . program should be sure this organization meets often enough so that it can be really active in the promotion of pedestrian safety. ® Volunteers do an excellent job in many cases, but to assure the success of an organization to coordinate the pedestrian protection program, it is nearly always essential to have an adequate paid staff to carry on its main functions. D. An organization responsible for co-ordinating a pedestrian program must have financial support. Some help from official sources through appropriation allocations is to be greatly desired for practical and psychological reasons. ® A city-wide traffic safety conference should be held annually. Such a conference should include in its itinerary a large per- cent of its time devoted to pedestrian needs. This will give impetus to, and gain public support for the city pedestrian protection program. L -18- RECOMMENDATIONS ORGANIZATION (Cont'd) 0 The service of non-official support organizations should be utilized to a great extent in carrying out the official pedes- trian protection program. Support groups can be of tremendous value in gaining public interest. These clubs and groups of citizens have resources and enthusiasm, together with exper- ience in working for civic betterment. G. Cities should be sure a reasonable amount of attention is devoted, to the problem of protecting pedestrians by those city officials and employees whose work is concerned with traffic safety. • L -19- RECOMMENDATIONS SECTION F. SCHOOL SAFETY The following are general recommendations pertaining to related questions on the Contest report forma The report form submitted indicates that special attention is needed on the items circled in red. A. Last year nearly 650,000 school safety patrol members afforded protective guidance to an estimated 13,000,000 elementary school children crossing streets on their way to and from school. A complete school safety program should include the opportunity for the entire community to participate. To be effective, such a program must embrace the following objectives: (1) A survey to determine the safest crossings and whether there is need for adult crossing guard or police protection and supervision. (2) Street markings, signs, and signals in the school vicinity • should be clearly designated and maintained. (3) School authorities and police should coordinate efforts so that signing and street markings comply with existing legislation in the com- munity. (4) Provide program to inform parents of value of helping to select the safest route to school, and making parents aware of their full responsibilities in helping to teach youngsters the meaning of safe pedestrian habits. (See AAA "Safety Patrol Handbook"). B. All cities should plan activities to encourage pupils to take the safest route to and from school, treating each child's case as a separate one. A plan for such a program is available from AAA. School officials are urged to view the film, "The Safest Way", available through the local AAA Clubs. This film outlines an effective plan for teaching beginning pupils the safest route to school and encouraging them to use this route. C. It is recommended that elementary schools devote at least one hour per week to the teaching of traffic safety in the classrooms. Such instruction may be integrated with other subjects if so desired. D. Schools should make use of talks by safety officials and a wide variety of materials, such as textbooks, motion pictures, safety lessons, posters, safety projects and local accident data. (See AAA "Traffic Safety Guide" sheets for teachers. ) E. Competent supervision of safety education is an aid to teachers in the elementary and secondary schools. A supervisor or co- ordinator of safety education should be a person trained for such work. Adding the duty of such supervision to the work of the Superintendent of Schools seldom has much practical effect unless he has both time and special interest to devote to such supervision. An over-all, city-wide supervisor is needed, however, to provide co-ordination of an education program. L -20- RECOMMENDATIONS SCHOOL SAFETY (Cont'd) F. The need for increasing the number of supervised public play- grounds should be studied. Size, strategic locations and similar factors may: be taken into account in determining the number needed. Although the total number of playgrounds may meet the standards set by other cities it is recommended that supervision be provided for as many playgrounds as possible. Studies have repeatedly shown that supervised playgrounds are far more valuable than those without supervision. G. It is recommended that all high schools offer driver education with behind-the-wheel instruction for every student. It is highly important that future drivers be trained as to their responsibilities to pedestrians, such training being one very important part of a thorough driver training program. (AAA recommended textbook for this subject is "Sportsmanlike Driving".) 0 The standards for full contest credit are set by the performance of the top thirty percent of cities in a group. Inasmuch as your city did not attain this standard on most of the items in this section, a careful review of all recommendations for suggestions as to how to improve the pedestrian protection program in your city might prove helpful. L -21- RECOMMENDATIONS SECTION G. PUBLIC INFORMATION The following are general recommendations pertaining to related questions on the Contest report form. The report form submitted indicates that special attention is needed on the items circled in red. A. For a well-rounded public information program for pedestrian pro- tection, considerable time and effort needs to be given. Perhaps this means that more funds and more staff are needed to do a really top quality job. Most cities do not devote sufficient specific attention toward education for pedestrian protection. In view of the fact that over one-half of the traffic fatalities in large cities and a large percent of the injury accidents involve pedestrians, the need for educating the pedestrian is obvious. B. It is urged that a large number of safety films be used, with as many showings as possible of each film.* These are available from many sources, such-as local AAA Clubs, General Motors Corporation, Ford Motor Company, and most state university film libraries. C. Use of radio and television facilities to promote pedestrian safety is recommended as one very effective means of public education. City agencies should encourage the use of these media by regular weekly distribution of safety releases and materials to the stations. D. It is recommended that those in charge of the public information phase of cities' pedestrian protection programs work closely with newspapers, their officials and the working newsmen, in an effort to gain maximum newspaper publicity for pedestrian safety. Efforts should be made to get businesses in the city to sponsor newspaper safety advertisements on pedestrian safety. E. Pedestrian messages on posters, cards, leaflets, bumper banners, bus cards, and the like, afford innumerable uses for acquainting the public with the pedestrian problem, its hazards, and the means of avoiding them. More use should be made of such materials in educating the public to safe street use while on foot. F. There are many ways of educating the pedestrian. Sidewalk stencils have been successfully used in many cities. Local authorities should be contacted to determine if such messages on sidewalks and streets are permissible. *"Lakewood Learns to Live" is the latest adult pedestrian safety film, and it,also, has been cleared for TV use. For further information, contact your local AAA Club. L -22- REC C MENDATIONS PUBLIC INFORMATION (Cont'd) G. As,many talks as possible to civic clubs, church groups, etc., dealing at least in part with the pedestrian, should be made. H. It is suggested that investigation be undertaken to determine the practicality of establishing violators' schools for both drivers and pedestrians. I. Special campaigns for pedestrian safety will have an effect on many persons who are inclined generally to pay little attention to the regular forms of safety messages. A concerted drive, with much publicity, or a "pedestrian safety day" or other such event, with attendant publicity, brings home dramatically to many people the fact that pedestrian safety is a real problem. Active support for such campaigns must be sought among public spirited citizens and civic groups. (See AAA "Model Pedestrian Protection Program".) 0 The standards for full contest credit are set by the performance of the top thirty percent of cities in a group. Inasmuch as your city did not attain this standard on most of the items in this section, a careful review of all recommendations for suggestions as to how to improve the pedestrian protection program in your city might prove helpful. L -23- PEDESTRIAN INVOLVEMENT IN TRAFFIC FATALITIES CITIES 200,000 - 500,000 POPULATION (Listed by §ize of Povalation) 1953 1954 1955 3-Yr.Total Pedestrian All All All All Percentage of Ped. Fatale Ped. Fatale Ped. Fatale. Ped. Fatale All Fatalities Seattle,Wash. 18 39 25 53 i6 38 59 130 459 Kansas City, Mo. 26 64 14 38 13 39 53 141 38% Newark, N. J. 35 45 18 34 25 45 78 124 63% Dallas, Texas 25 60 22 58 19 42 66 160 41% Indianapolis, Ind. 29 60 28 48 27 44 84 152 55% Denver, Colo. 13 29 18 32 15 46 46 107 43% San Antonio, Texas 26 53 20 49 28 57 74 159 47% Oakland, Calif. 29 55 25 45 17 34 71 134 53% Columbus, Ohio 21 43 15 32 24 43 60 118 51% Portland, Ore. 28 55 23 42 14 38 65 135 48% Louisville, Ky. 25 43 25 41 22 54 72 138 52% Rochester, N. To 14 25 24 28 20 26 58 79 73% Birmingham, Ala. 13 44 20 44 20 46 53 134 40% St. Paul, Minn. 20 32 25 36 28 35 73 103 71% Toledo, Ohio 15 35 14 26 13 26 42 87 48% Fort Worth, Texas 19 38 9 21 15 32 43 91 479 Akron, Ohio 10 26 13 31 18 32 41 89 46% Omaha, Nebr. 9 12 12 21 8 22 29 55 53% Long Beach, Calif. 9 39 14 41 21 44 44 124 35% Providence, R. I. 5 11 10 13 13 17 28 41 69% Dayton,Ohio 14 31 20 31 18 32 52 94 55% Okla. City, Okla. 13 29 5 17 7 17 25 63 40% Richmond, Va. 11 24 7 18 9 23 27 65 42% Syracuse, N.Y. 5 10 12 19 4 12 21 41 51% Tampa, Florida 6 31 12 38 14 25 32 94 34% Norfolk, Va. 11 18 3 12 7 11 21 41 51% Jacksonville, Fla. 6 16 9 24 14 27 29 67 43% Worcester, Mass. 12 18 8 12 9 17 29 47 62% Totals 467 985 450 904 458 924 1375 2813 499 • •Number of Pedestrian Deathso • 4- .!,4 C•3 :ill .I.J1 Sh :1 S.a .:4) P — .!%) .!...) 4 .5.11 Sh .N :IP W —1 t I 1 12111110jek C.3 • ■,1 i W t :smut :::t1::: temitt mum! 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Number of City Reports Submitted otv til 0..1 tV tT1 F+ H co YI .4 O V) vi O '�o c y 0 0 ' ' H � �► Z 6 pri zv ii. 0 lir y z =H + ;ip. z0 az n O a • N 4 P.. z O rH y w 1--+ z ■ 0 bH oo vt rz•1 zu cn 5g a -° $ r - col f Report Form for Cities OVER 50,000 POPULATION T 1955 ® National Pedestrian Protection Contest A To TRAFFIC ENGINEERING & SAFETY DEPARTMENT P AMERICAN AUTOMOBILE ASSOCIATION City B WASHINGTON 6, D. C. �- C By State (Signature of person making report) Name _ E • (Print or type) — ----- —--- - — ----------- (Signature of Mayor or City's Chief Executive) F Title -- ------------------------------- (Print or type) 1955 Motor Vehicle Registration G_ INSTRUCTIONS Reports must be postmarked March 15, 1956, or earlier. Awards will be based solely on the facts given in this report and accompanying exhibits. Verification of information submitted may be requested. A. CASUALTY RECORD Use "0" it none. Do not leave spaces blank. Include streetcar-pedestrian accidents. DO NOT WRITE IN THIS SPACE 1953 1954 1955 DR S DC S 1. Pedestrians killed in traffic _2. Pedestrians injured in traffic______ _ 3. Total persons killed in trac____ iiD s IC ffi s _____4. Total persons injured in traffic B. ACCIDENT RECORDS 1. Actions of pedestrians resulting in death and injury during 1955: Number of Pedestrians Killed Injured Crossing at intersection: With signal Against signal No signal Diagonally_ _____ Crossing between intersections: From behind parked cars Other mid-block crossings. ____----- Walking in roadway: With traffic-sidewalks available —sidewalks not available Against traffic—sidewalks available . —sidewalks not available__ Standing in safety zone Getting on or off streetcar or bus___:_______ Getting into or out of other vehicle_ ___-_______________ Working in roadway - __ -- - -Playing in roadway - - - --- -- Hitching on vehicle Other and unknown TOTAL 4. Use check list below to indicate safest route to school activities for beginning pupils: ❑ General classroom instruction. ❑ Complete individual routes developed for each child. ❑ Form letter to parents. ❑ Parent,teacher,or police escort over entire route for each - ❑ Use of school area map. child on first trip to school. ❑ Other- — -- -- — - - ----- --- -5. What is the average number of hours per month devoted to teaching traffic safety in elementary classes? 6. Check materials and methods used for above: ( ) Posters, ( ) Safety Lessons, ( ) Text Books, ( ) Motion Pictures, ( ) Talks by Police Officers, ( ) Proj ects, ( ) Local Accident Data. 7. Who in the office of the School Superintendent supervises safety education in the schools? Supervisor Title Percent of time Assistant Title Percent of time Assistant Title Percent of time 8. How many school and public recreation areas were kept open during summer? How many of these had trained adult supervisors for at least 20 hours per week? _ 9. How many high schools gave classroom instruction ONLY in Driver Education? Total number of students taking classroom instruction only 10. How many high schools gave BOTH classroom instruction and behind-the-wheel practice driving? Number of students trained G. PUBLIC INFORMATION 1. How many different traffic safety films (not number of prints) were shown in city during 1955? Total showings of all above films (Include trailers). 2. How many different scripts and news releases dealing in part with pedestrian safety were distributed by city agencies to radio and television stations during 1955? ____ How many spot announcements? 3. Total number of radio and television programs broadcast dealing in part with pedestrian safety during 1955? Total number of radio and television spot announcements on pedestrian safety broadcast during 1955? 4. How many different pedestrian news releases were distributed by city agencies to papers and magazines during 1955?_ How many mats were distributed? 5. How many column inches of news stories and editorials dealing with the pedestrian were carried in local papers and magazines?_-- ----____-- How many column inches of display advertising and comic strips dealing with pedestrian safety were used - by newspapers during 1955? 6. Give total number each of the following pedestrian items distributed in city during the year: a. Pedestrian posters and calendars c. Bumper banners b. Pedestrian cards and leaflets . d. Bus and streetcar cards 7. At how many locations were pedestrian instructions marked on sidewalk or street?___ 8. How many talks dealing in part with the pedestrian were given to groups of at least 25? 9. Is there a violators' school for pedestrians? Number attending in 1955 Is there a violators' school for drivers? __Number attending in 1955 10. Describe pedestrian campaigns carried on during 1955. Give name and length of campaign(s), activities and accomplishments. Submit samples of materials used. REQUIRED EXHIBITS Only the following listed exhibits are required for full contest credit. If additional exhibits are submitted, place required exhibits on first pages of exhibit book and in the order listed below. 1. Copy of last annual traffic accident summary. 4. Copy of 1955 pedestrian observance study showing - 2. Copy of last monthly report. what percent of pedestrians obey signals. 3. Copy of report form required of pedestrian 5. Materials used in special pedestrian campaigns. accident victim. 6. Copy of ordinance regulating traffic. 6,000—November,1955 3754 Printed on Union Made Paper Telephone Capital 2-1930 Meets Second and Fourth Fridays of Month 410® gl 0 3 St. Paul Trades and Labor Assembly E. D. McKINNON, Secretary Office of Secretary . . . LABOR TEMPLE, 418 Auditorium Street SAINT PAUL 2, MINNESOTA 27 November 56 Joseph R. Okoneski, City Clerk 386 City Hall and Court House Saint Paul 2 Minnesota Dear Sir: Please be advised that the Saint Paul Trades and Labor Assembly is on record as being opposed to middle of the block - cross-walks or bridges. If the City Council feels it necessary to provide middle of the block crossings, our recommendation is that such crossings be installed underground. We are Very truly yours ail-O, 7�'1� E. D. McKinnon, Secretary Saint Paul Trades and Labor Assembly oeiu 16p Nov. 15,1956 Downtown St. Paul, Inc. Pioneer Building St. Paul. 1, Minnesota Gentlemen: The City Council will hold a public hearing at their meeting to be held on November 21st at 10 A.M. in the City Council Chamber, with reference to the application of The Golden Rule and The Emporium Dept. Stores for establishment of a mid-block cross walk and traffic signal on Robert St. between Seventh and. Eighth Sts., and you are invited to attend or send representatives to the meeting if you desire. The Council's Traffic Ccnmittee has retuned the request to the Council without recommendation other than that a public hearing be held. Very truly yours, City Clerk November 15, 1956 Mr. Eugene V. Avery . Secy. Traffic Cossaittee Building Dear Sir: The City Council will hold a public hearing at their meeting on November 21st • with reference to the application of The Golden Rule and The Empoeium for a mid-block cross walk on Robert between Seventh and Eighth Sts* The Council instructed us to notify the St. Paul fiber of Commerce Downtown St. Paul, Inc., Roland J. Parley and the Trades and labor Assembly* We were not instructed to notify any representative of the State Highway Dept. and did not do so. Very truly yours, City Clerk , '4",�„ ' • /g 0 c4p) , ), , „No, \,„ ,, i (ipt- ,..,.., /'-' if 111 % ? 6-14----*1\_.. 6--' ���,,� fi=t- (2� �.. \''' 0# Tre,- IL> et-e-14 fr)_.. ied....4_41-7 ,6 ,-t- I. i r„..e.,_ k6-44--e--A s L.,, _ __,,, 9-- ,.......„( ot— ---t--e- A----r k ‘40:- ...„4 E.,,-.0 _le, OZ:lrs"172:::(2 Cli--- \ i //._-,- ,(Q-6—p o, a_, 4c,-e . 2_,),,,e ei -c4 to-Ft -Lt_i , ..,. Cti2_. /" Ii .41P 1 tv."- --17 :-473.S - 1 CkyrAt j '1 st- f? 4 //