to discuss the matter; that person's identity remains unknown. Williams and the Riverwood representative decided to place the crosswalk on the far south end of the parking lot; by this design, northbound cars on Highway 34 would turn left into the parking lot a few feet before the crosswalk and southbound cars would actually drive over the crosswalk and then make a right turn into the parking lot. Williams selected the safety devices to use at this crosswalk location. He knew the crosswalk, located in the middle of a block rather than at an intersection and spanning a 45 mph, five-lane roadway, was "unique"; he had never seen or installed one like it. In all, the crosswalk consisted of two painted white lines, six inches wide and 15feet apart; advance pedestrian warning signs about 500 feet from the crosswalk on each approach; and two pedestrian crossing signs at the crosswalk itself, one facing north and the other south. Williams felt the signs and striping adequately defined the crosswalk, and alerted motorists to the presence of pedestrians.
In designing the crosswalk, he followed the Manual of Uniform Traffic Control Devices (MUTCD) insofar as it specified striping and signing, but used no other safety devices and took no further precautions beyond those of the MUTCD. The manual, however, did not address Riverwood's arrangement where contractor employees had to cross a large, busy, 45 mph highway at night. Williams conceded he knew that options besides signing and striping were available (such as pedestrian traffic signal, crosswalk lighting, and reduced