Title
High-Visibility Crosswalk Markings and Stop Bars - Citywide
Description
This report provides the Transportation, Infrastructure and Planning Subcommittee with information on the use of high-visibility crosswalk markings and stop bars at all signalized and unsignalized pedestrian crossings.
THIS ITEM IS FOR DISCUSSION AND POSSIBLE ACTION.
Report
Summary
On May 7, 2025, a Citizen Petition was submitted at the Formal Council Meeting requesting the City Council to:
Update the City's policy and design guidelines to require the use of high-visibility crosswalk markings at all signalized and non-signalized pedestrian crossings; and,
To require stop bars at all pedestrian crossings, including intersections with signals, stop signs, and HAWK crossings.
On May 21, 2025, at the Formal Council Meeting, City Council directed staff to bring this petition to a future Transportation, Infrastructure and Planning Subcommittee meeting for additional discussion.
The Street Transportation Department (Streets) adheres to the standards, guidance, and options for pavement markings found in the latest edition of the Manual on Uniform Traffic Control Devices (MUTCD) published by the Federal Highway Administration and adopted by the Arizona Department of Transportation.
High Visibility Crosswalks
Crosswalk markings are classified as either transverse or high-visibility. Transverse crosswalk markings consist of two transverse lines. High-visibility markings consist of longitudinal lines parallel to traffic flow with or without transverse lines. Attachment A shows the types of crosswalks that may be used per the MUTCD.
In general, high-visibility crosswalks, such as bar pairs, continental (longitudinal bar), or ladder-style patterns, offer greater visibility to both drivers and pedestrians compared to traditional transverse crosswalks. According to the Federal Highway Administration, high-visibility crosswalks, as a proven safety countermeasure, can reduce pedestrian injury crashes up to 40 percent and should be considered for all mid-block pedestrian crossings and intersections not controlled by a traffic signal or stop sign.
Historically, the standard used in Phoenix for crosswalk markings was the transverse pattern. In 2020, Streets, through the Office of Pedestrian Safety Program, began to convert mid-block crosswalks on arterial roadways from transverse to high-visibility markings using the ladder style. As of today, we believe all mid-block crosswalks on arterials have been converted to high-visibility markings. In addition, we have converted many mid-block crosswalks on collector roadways from transverse to high-visibility markings and will continue to convert them when we repave the street through a microseal or mill and overlay treatment. Any new mid-block crosswalk installations on arterial and collector roadways will be high-visibility markings, as well as, at all HAWK pedestrian crossings. Additional locations based on engineering judgment may also be considered for high-visibility markings.
Stop Bars
A stop line, also known as a stop bar, is a wide, solid white line that runs perpendicular to the road at intersections, indicating where vehicles are required to stop associated with a stop sign, traffic signal, or other traffic control device. Per the MUTCD, stop bars are not mandatory and are typically used in conjunction with stop signs to clearly indicate where drivers should stop before entering a lane of conflicting traffic. If there is no stop bar but there is a marked crosswalk, drivers must stop their vehicle before the marked crosswalk. If there is no stop bar and no marked crosswalk, drivers must stop prior to entering the intersection.
Stop lines may be beneficial:
In areas with unavoidable visual obstructions
Where conditions necessitate undesirable stop sign placement
At signalized intersections lacking marked crosswalks
At multi-way stop-controlled intersections without marked crosswalks
In locations where additional space is needed to accommodate turning vehicles
At HAWK (High-Intensity Activated crossWalK) crossings
At signalized intersections with a high volume of pedestrian crossings or frequent pedestrian-related collisions
Historically, stop bars have not been installed at intersections in Phoenix unless one of the conditions previously listed is present and based on engineering judgment. Past experience in Phoenix has shown that, in most cases, the installation of stop bars offers minimal to no safety benefit. Based on research, there are very few studies that have been done to determine the safety effects of stop lines at stop-controlled intersections. One safety study, published by the Minnesota Department of Transportation in 2020, found no evidence that the presence of a stop line had a significant effect on crash rates. The study concluded that stop lines did not have a significant impact on driver behavior or intersection safety.
Considerations
The cost and labor requirements for converting standard crosswalks into high-visibility ladder-style crosswalks and adding stop bars varies significantly depending on the width of the roadway. The cost to add one stop line at an intersection is approximately $1,000. The cost of converting a standard transverse crosswalk to a high-visibility ladder crosswalk is approximately:
$3,000 for a 3-lane roadway
$4,000 for a 5-lane roadway
$6,000 for a 7-lane roadway
The request to convert all signalized intersection crosswalks to high-visibility markings introduces numerous operational challenges that must be considered. Based on prior experience of this type of installation, the analysis indicates that both material and labor usage would increase by approximately 76 percent for each ladder crosswalk compared to a standard installation. This increase would have broad implications: the budget would need to expand to accommodate higher material costs; existing workloads and project priorities would be affected due to longer installation times; and storage facilities would face capacity issues as storing 76 percent more materials, vehicles, and equipment is not feasible.
Another consideration is pavement condition. Many intersections do not currently meet the standards needed for thermoplastic application. Damaged or deteriorating road surfaces must be resurfaced prior to striping, as the equipment used cannot operate effectively on compromised pavement.
Equipment wear and maintenance costs would also rise, as equipment would need to operate longer and more frequently, resulting in potential downtime. Crew members would face longer exposure in the roadway as installation times would increase at individual locations reducing the number of driving breaks between job sites.
The scale of the effort would require an overall increase in fleet size, staffing, barricading budgets, and operating funds. In light of these factors, converting signalized intersection crosswalks to ladder style markings would require substantial adjustments in operations, resources, and scheduling.
Staff recommends to continue with installing high-visibility crosswalks and stop bars at those areas of greatest need, balancing maintenance, budget limitations, and the need for expansion of street infrastructure with a focus on school zones and high schools.
Department
Responsible Department
This item is submitted by Assistant City Manager Inger Erickson and the Street Transportation Department.