Application of New Pedestrian Level of Service Measures - sacog

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Application of New Pedestrian Level of Service Measures SACOG roadways with sidewalks, with the exception of access roads within a boulevard roadway design. Conflicts To what degree are conflicts created or alleviated for the pedestrian because of visibility, motor‐vehicle turning movements, pedestrian exposure times, and pedestrian convenience, which increases risktaking behavior? These criteria measure the degree to which pedestrians and motorists must interact. Less Than 22 Access Points per 1 mi Driveway and side street access points create conflicts for bicyclists and pedestrians. Both national and local crash statistics reveal a high proportion of crashes caused by this type of conflict. At each access point a bicyclist/pedestrian must scan for hazards and be prepared to execute an evasive maneuver. The number of acceptable access points corresponds with the Florida Department of Transportation (FDOT) Access Management Class 5 or 6 with restrictive or nonrestrictive medians and posted speeds of 45 mph or less. A Class 5 or 6 prescribes that access points must be at least 245 ft apart. This spacing permits acceptable motor vehicle flows and was assumed to reduce conflicts to an acceptable level. For the described measures, driveways and side streets are evaluated for each side of the street within each corridor segment. If either side of the street exceeds the target of 22 per 1 mi, the entire segment will not score points. Pedestrian Signal Delay of 40 Sec or Less The pedestrian signal delay is calculated for side street crossings along the corridor segment, but not for movements across the major corridor being evaluated. The pedestrian signal delay is an average delay determined to be one half of the maximum pedestrian wait time during peak‐hour conditions. When signalized intersections occur at intervals greater than 1 mi along the segment, including any signalized intersections at the roadway segment terminuses, the segment is awarded points for this pedestrian signal delay criterion. In this situation there are no side streets to cross or only minor side streets that do not present a significant delay to pedestrians. In determining the 1 mi distancing of signalized intersections measurements shall include any signalized intersections at the terminuses of roadway segments. When signalized intersections occur at distances of 1 mi or less along the segment the majority of these intersections must have pedestrian signal delays of 40 sec or less. Reduced Turn‐Conflict Implementations Intersection designs must provide properly located crosswalks and sight distances to maximize visibility for pedestrians. Additional measures that reduce conflicts between turning motorists and pedestrians at intersections include restricted right‐turn‐onred signage, protected left turn or exclusive pedestrian signal phasing, and gradeseparated crossings. To receive points for this criterion all of the corridor segment’s intersections must be free of obstructions to pedestrian sight distances and provide a crosswalk. In addition, the segment must provide either of two specifications: exclusive pedestrian phase, restricted right turn on red, or a grade‐separated crossing (these features should be provided at every warranted location in the segment, but not less than one installation per segment) or protected left‐ Issue Date: June 2011 58
Application of New Pedestrian Level of Service Measures SACOG turn signal phasing on the majority of signals within the segment. Crossing Widths 60 ft or Less The pedestrian crossing widths are measured for side street crossings along the corridor, but not for movements across the corridor being evaluated. Generally, the throughcrossing distance and other measures, including number of travel lanes and presence of medians, provide sufficient information about the size of the intersection and its effect on pedestrian movement. The pedestrian crossing width is measured in the center of a crosswalk at a signalized intersection only. When pedestrian refuge islands or medians are present within the crosswalk the measurements shall reflect that these facilities decrease pedestrian crossing distances. When such a refuge is present the measurement is taken from the departure curb to the refuge, and then from the refuge to the arrival curb. Each of these measurements is individually evaluated using the criterion of 60 ft or less. When the crossing distance is different on each side of the street the greater of the two measurements is used to determine compliance with this criterion. When signalized intersections occur at intervals greater than 1mi along the segment, the segment is awarded points for this pedestrian crossing‐width criterion. In this situation there are few side streets to cross, and they do not create significant exposure to traffic. When signalized intersections occur at distances of 1 mi or less along the segment, including any signalized intersections at the corridor segment terminuses, the majority of these intersections must have pedestrian crossing widths of 60 ft or less. Crossing widths greater than 60 ft should be improved to provide pedestrian refuge islands or medians with supplemental pedestrian push buttons. Posted Speed 35 mph or Less High‐speed traffic greatly decreases the comfort of pedestrians and can be a major deterrent to pedestrian trips. Posted speed limits of 35 mph create operating speeds at the maximum tolerable level of pedestrian comfort. When a posted speed of greater than 35 mph occurs anywhere in the study segment the segment will not score points for this criterion. School zone speeds are not considered in this evaluation. When average actual speeds are available they can be used for a more accurate analysis. Medians Present Points will be received for this criterion when medians are a dominant characteristic within the corridor or when they are present at locations with frequent motor‐vehicle turning movements or frequent pedestrian midblock crossing movements. Medians in a midblock location reduce the number of motorist left turn conflicts for pedestrians. Pedestrian midblock crossings must provide appropriate protection (i.e., some combination of pedestrian crossing warning signs, flashers, crosswalks, auxiliary pedestrian signals, and push buttons). The medians must be restrictive raised medians with or without turn bays. The medians to be considered in this criterion are midblock medians, not pedestrian refuge islands at intersections, which are evaluated in the crossing width criterion. Amenities in Right‐of‐Way Does the segment provide features that increase comfort and convenience for pedestrians using the facility? These features Issue Date: June 2011 59
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Application of New Pedestrian Level of Service Measures - sacog

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