Synthesis of Safety for Traffic Operations - Transports Canada

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Synthesis of Safety for Traffic Operations March 2003 CHAPTER 6: PEDESTRIAN SAFETY Marked Crosswalks Knoblauch and Raymond (2000) Knoblauch and Raymond (2000) studied the effect of crosswalk markings on approaching vehicle speeds at six locations in Maryland, Virginia, and Arizona. The study sites were recently resurfaced roads at uncontrolled intersections with stop-control on the minor approach. The speed limit at all sites was 56 km/h (35 mph). The “before” condition was the resurfaced and re-marked roadway without the painted crosswalk. The study methodology is a naïve before-after study using mean speed as the metric. Speed measurements were taken during the same time of day in the “before” and “after” periods. All sites were observed under three pedestrian conditions: no pedestrian present, pedestrian present and looking in the direction of the approaching vehicle, and pedestrian present but looking ahead (i.e., across the crosswalk). In the conditions where the pedestrian was present, they were stopped at the curb and ready to cross. The pedestrian wore neutral, seasonally appropriate clothes. The same pedestrian was always used for both the before and after measures at a site. The results of the study are presented in Table 6.1. These results indicate that the crosswalk markings, without the presence of a pedestrian may have caused the greatest reduction in mean speed. The authors attempted to control for many confounding variables by measuring speeds at the same time of the day, using the same “staged” pedestrian in before and after studies, etc. However, without a properly selected control group, other confounders may have crept into the results. The result seems to be counterintuitive and given the shortcomings of the study methodology, it is not likely valid. Page 79
Pedestrian Safety TABLE 6.1: Effect of Uncontrolled, Marked Pedestrian Crossings on Speeds in Three States Site Description Ped Mean Speed (km/h) Change Condition Before After (km/h) No Ped 60.6 61.2 0.6 Dense suburban Ped 1 residential/ shopping looking 57.5 65.3 7.8* area. Four lane road Ped Not looking 59.6 61.5 1.9 2 No Ped 55.8 55.5 -0.3 Dense semi-urban Ped residential area. Two-lane 58.9 56.8 -2.1 looking road with pedestrian Ped Not refuge island 56.5 53.7 -2.8 looking No Ped 72.1 66.4 -5.7* Suburban residential/ Ped 3 shopping area. Four lane looking 68.5 67.0 -1.5 road Ped Not looking 68.6 66.9 -1.7 No Ped 75.7 69.5 -6.2* Suburban residential/ Ped 4 commercial area. Six looking 73.3 68.4 -4.9* lane arterial Ped Not looking 70.5 67.7 -2.8* No Ped 63.9 58.9 -5.0* Ped Two lane collector street 59.6 58.9 0.7 5 looking with no sidewalks Ped Not 62.6 55.3 -7.3* looking No Ped 79.1 59.3 -19.8* Ped Two lane collector street 61.5 59.4 -2.1 6 looking with no sidewalks Ped Not 66.5 56.7 -9.8* looking No Ped 67.9 61.8 -6.1* Ped All Not applicable looking 63.2 62.6 -0.6 Ped Not looking 64.1 60.3 -3.8* * Denotes a statistically significant change at a 95% level of confidence Page 80
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Transport Canada Transports Canada
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Synthesis Of Safety For Traffic Ope
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DISCLAIMER The material presented h
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EXECUTIVE SUMMARY Traffic operation
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Synthesis of Safety for Traffic Ope
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TABLE OF CONTENTS DISCLAIMER REJET
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LIST OF TABLES TABLE 3.1: Crash Rat
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Chapter 1: Chapter 1: Introductio I
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Introduction Before proceeding, a f
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Introduction Literature regarding t
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Introduction The current science of
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Introduction adequate size control
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Introduction In concluding this sec
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Chapter 3: Chapter 3: Intersectio I
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Intersection Control TABLE 3.3: Cra
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Intersection Control TABLE 3.5: CMF
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Intersection Control Vancouver Regi
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Intersection Control V m = the sum
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Intersection Control where: X1 = 0
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Intersection Control Region of Durh
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Intersection Control TABLE 3.17: CM
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Intersection Control The predictor
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Intersection Control TABLE 3.23: CM
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Page 79 and 80: Intersection Control The CMFs are 0
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Page 83 and 84: Intersection Control Shebeeb (1995)
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Page 107 and 108: Pavement Markings Hall (1987) Hall
Page 109 and 110: Pavement Markings TABLE 5.8: Safety
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Page 127 and 128: Bicycle Safety TABLE 7.1: Safety Im
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Page 151 and 152: Turn Lanes TABLE 9.2: Safety Impact
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Page 157 and 158: Turn Lanes Section TABLE 9.10: Safe
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Turn Lanes occurred within 250 feet
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TABLE 10.3: Speed Changes Resulting
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Sites Where Applied 1 URBAN Island
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Forbes and Gill (2000) undertook a
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Ideally, three years of before and
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Kermit and Hein (1962) looked into
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The effects of the transverse pavem
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Chapter 11: Chapter 11: Other Other
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Other Safety Issues collisions per
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Other Safety Issues THIS PAGE IS IN
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References References
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References Bloch SA (1998) “Compa
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References Hamilton Associates (199
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References Lee JT, Maleck TL, and T
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References Polanis SF (1998) “Do
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References Vancouver, City of (1999
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References THIS PAGE IS INTENTIONAL
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Appendix B: Critical R Appendix B:
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Critical Reviews Worksheet for Eval
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Critical Reviews 2. Are the expecte
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Appendix D: Appendix D: How to Use
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How to Use Safety Performance Funct
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How to Use Safety Performance Funct
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Synthesis of Safety for Traffic Operations - Transports Canada

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