Pedestrian Signal Safety - AAA Foundation for Traffic Safety

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124 Pedestrians with Impairments Pedestrians with discernable mobility or visual impairments were recorded separately, regardless of their age. At the Broward County intersections, 12 pedestrians with impairments were observed for walking speeds during the study periods. The walking speeds categorized by impairments are listed in Table C-5. These data are not stratified by age due to the small sample size. Table C-5. Walking speeds of pedestrians with impairments, regardless of age, in Broward County, Florida. Observed impairment Pedestrians MWS Visually impaired 1 4.60 Mobility impaired (walked with a cane, crutch, or push cart) 10 3.40 Motorized wheelchair assisted 1 3.60 Ten pedestrians with mobility impairments were observed during the study period. MWS for these pedestrians was only 3.40 ft./sec. The walking speed was slower than the 15th percentile for pedestrians 65 and older for all but one leg of the four intersections. Start-Up Times Pedestrians who approached the intersection during the steady DON’T WALK (DW) interval and waited for the WALK interval were observed to determine their start-up lost time. This is the time from when the WALK indication is displayed on the pedestrian signal until the pedestrian leaves the curb and starts his or her crossing. This start-up time is related to the pedestrian’s reaction to the signal timing. However, there could be other factors, such as turning vehicles still in the intersection, that may cause a pedestrian to delay his or her start across the intersection. No distinction was made between those who waited for turning vehicles and those who simply did not react to the signal as quickly. Only pedestrians who arrived prior to the onset of the WALK interval were included in this analysis. Observations were recorded for pedestrians across the major leg of A1A (Ocean Boulevard) and Oakland Park (traditional). Based on a sample of 41 younger pedestrians, younger pedestrians had a mean start-up time of 2.42 sec. at this crossing. Based on a sample of 23 older pedestrians, older pedestrians had a start-up time of 2.94 sec. This is a difference of 0.52 sec. Compliance Pedestrians at each intersection were observed during two hours of peak vehicle and pedestrian activity using the PATH system. For each pedestrian, observers recorded the pedestrian signal indication (WALK, FDW, or DW) that was displayed when the pedestrian entered the intersection. Observations were recorded separately for younger pedestrians and those 65 and older. Observations were recorded during the three hours of peak vehicle activity because vehicle volumes at intersections likely affect pedestrian compliance to the signal. This is related to the opportunity to cross. That is, at an intersection with low vehicle volume, pedestrians are more likely to violate the pedestrian signal because there are more available crossing gaps.
Pedestrians Under 65 Table C-6 shows the frequency and percentage of younger pedestrians entering during each signal indication for the two intersections equipped with TPS. Table C-6. Frequency and percentage of younger pedestrians entering during the WALK, flashing DON’T WALK, or DON’T WALK indication at traditional signals in Broward County, Florida. Intersection Leg WALK FDW DW Frequency Percent Frequency Percent Frequency Percent 36 Major 5 36 0 0 9 64 th at A1A (traditional) Minor 23 72 5 16 4 13 A1A at Oakland Major 20 47 0 0 23 53 (traditional) Minor 23 56 0 0 18 44 Total at traditional signals 71 55 5 4 54 42 The compliance for pedestrians under 65 at traditional signals varied from 36 percent to 72 percent entering during the WALK indication. When the four intersection legs were considered together, 55 percent entered during the WALK interval. The intersection with the lowest compliance, 36th Street and A1A (Ocean Boulevard), was the lowest pedestrian and volume intersection of the four intersections studied. As noted previously, intersections with lower vehicle volumes are likely to have lower pedestrian signal compliance because of the availability of gaps in vehicle traffic. Additionally, this intersection was pedestrian actuated. Often, pedestrians were observed crossing the street without actuating the pedestrian signal. Table C-7 shows the frequency and percentage of younger pedestrians entering during each signal indication for the two intersections equipped with PCD signals. As with the traditional intersections, the compliance varied by intersection and leg. However, 61 percent of the pedestrians entered during the WALK indication and 30 percent entered during the DW indication. This was slightly higher compliance than at the traditional signals. This finding will be compared to other cities. Table C-7. Frequency and percentage of younger pedestrians entering during the WALK, flashing DON’T WALK, or DON’T WALK indication at pedestrian countdown signals in Broward County, Florida. Intersection Leg WALK Frequency Percent FDW Frequency Percent DW Frequency Percent A1A at Commercial (countdown) Major Minor 76 35 52 64 21 1 14 2 48 19 33 35 Datura at A1A (countdown) Major Minor 35 21 81 66 3 1 7 3 5 10 12 31 Total at countdown signals 167 61 26 9 82 30 125
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Pedestrian Signal Safety for Older
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LIST OF TABLES Table/Page ES-1/19.
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LIST OF FIGURES Figure/Page 1/22. E
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LIST OF DEFINITIONS Access Board Th
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FOREWORD ABOUT THE SPONSOR This stu
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16 Mark J. Kulewicz Director-Traffi
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18 LITERATURE REVIEW FINDINGS • O
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20 1. Based on the results observed
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22 Figure 1. Example of a pedestria
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METHODS The project objectives were
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and 3.40 ft./sec. for pedestrians o
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the potential impact of various wal
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Pedestrian Start-Up Time Pedestrian
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• a PCD signal with both the coun
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six crosswalks experienced a signif
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where: W = duration of WALK indicat
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Gates, Noyce, Bill, and Van Ee expa
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Table 3. Summary of empirical data
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Table 4. Summary of researcher reco
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SITE SELECTION/EFFECT OF DIFFERENT
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Walking Speeds The project team mea
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RESULTS AGENCY SURVEY FINDINGS Deta
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5 0 . 0 % 4 5 . 0 % 4 0 . 0 % 3 5 .
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POSITIVE IMPACTS OF PEDESTRIAN COUN
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• Give third priority to signaliz
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15th-Percentile Walking Speed The 1
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Table 10: Pedestrian signal complia
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Table 12. Older pedestrians remaini
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The case study intersections in Sal
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Five different traffic volume condi
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Minneapolis/St.Paul, Minnesota Figu
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Figure 10. Delay vs. volumes at Mon
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There was no change in overall LOS
Page 73 and 74: Figure 13. Delay vs. volumes at Ora
Page 75 and 76: Pedestrian Understanding and Prefer
Page 77 and 78: the countdown at the end of the FDW
Page 79 and 80: lengths are preferred for pedestria
Page 81 and 82: Table 23. Comparison of the literat
Page 83 and 84: observer was assigned to each inter
Page 85 and 86: APPENDIX A WEB-PEDESTRIAN COUNTDOWN
Page 87 and 88: PURPOSE OF SURVEY The purpose of th
Page 89 and 90: d) Plan to use during the next one
Page 91 and 92: Question 22 If you answered “yes
Page 93 and 94: Table A-1. Distribution of responde
Page 95 and 96: Table A-2. Respondent organizations
Page 97 and 98: Figure A-2 shows the distribution o
Page 99 and 100: 6 0 .0 % 5 5 .0 % 5 0 .0 % 4 5 .0 %
Page 101 and 102: Figure A-7. Roadway characteristics
Page 103 and 104: PEDESTRIAN COUNTDOWN SIGNAL START/E
Page 105 and 106: PCD Signal Start/End Times Start of
Page 107 and 108: 3. Seniors and other adults showed
Page 109 and 110: • No. Countdown timers encourage
Page 111 and 112: the crossing time remaining? Yes 20
Page 113 and 114: • None (n = 32) • Motorists spe
Page 115 and 116: PEDESTRIAN SAFETY FOR OLDER PEDESTR
Page 117 and 118: APPENDIX C: BROWARD COUNTY, FLORIDA
Page 119 and 120: BACKGROUND Broward County is locate
Page 121 and 122: DATA COLLECTION METHODOLOGY Pedestr
Page 123: For younger pedestrians, the mean w
Page 127 and 128: Pedestrians Left in Intersection At
Page 129 and 130: Table C-11. Pedestrian WALK and cle
Page 131 and 132: Figure C-2. Delay vs. volumes at ca
Page 133 and 134: Table C-13. Broward County, Florida
Page 135 and 136: APPENDIX D: MINNEAPOLIS/ST. PAUL, M
Page 137 and 138: BACKGROUND Minneapolis, in southeas
Page 139 and 140: • Lyndale Avenue and Franklin Ave
Page 141 and 142: Table D-2. Walking speeds for pedes
Page 143 and 144: Table D-4. Significance testing of
Page 145 and 146: Table D-7. Frequency and percentage
Page 147 and 148: SURVEY RESULTS A total of 150 pedes
Page 149 and 150: For the major street approaches, LO
Page 151 and 152: 3.50 ft./sec. Figure D-6. Intersect
Page 153 and 154: SUMMARY In summary, the key results
Page 155 and 156: LIST OF TABLES Table/Page E-1/156.
Page 157 and 158: SITE SELECTION Engineering staff fr
Page 159 and 160: DATA COLLECTION METHODOLOGY Pedestr
Page 161 and 162: For younger pedestrians, the mean w
Page 163 and 164: Twenty-two pedestrians with mobilit
Page 165 and 166: Older Pedestrians Table E-8 shows t
Page 167 and 168: EFFECT OF CHANGING WALKING SPEEDS O
Page 169 and 170: As shown in Table E-12, major stree
Page 171 and 172: 3.50 ft./sec. Figure E-6. Intersect
Page 173 and 174: SUMMARY In summary, the key results
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LIST OF TABLES Table/Page F-1/176.
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SITE SELECTION The City of White Pl
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RESULTS Walking Speeds The walking
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For younger pedestrians, the mean w
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cross. That is, at an intersection
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Pedestrians Left in Intersection At
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Table F-11. Pedestrian WALK and cle
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Table F-13. White Plains, New York:
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APPENDIX G: SALT LAKE CITY, UTAH CA
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BACKGROUND Salt Lake City is Utah
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Figure G-2 displays the type of ped
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Table G-2. Walking speeds for pedes
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Pedestrians with Impairments Pedest
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Older Pedestrians Table G-8 shows t
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EFFECT OF CHANGING WALKING SPEEDS O
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Figure G-3. Delay vs. volumes at ca
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Table G-13. Salt Lake City, Utah in
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APPENDIX H: ORANGE COUNTY, CALIFORN
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BACKGROUND Orange County, Californi
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DATA COLLECTION METHODOLOGY Pedestr
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For younger pedestrians, the mean w
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Younger Pedestrians Table H-6 shows
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Pedestrians Left in Intersection At
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Figure H-2 shows the overall averag
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Figure H-2. Delay vs. volumes at ca
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Table H-13. Orange County, Californ
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APPENDIX I: MONROE COUNTY, NEW YORK
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COUNTY OF MONROE DEPARTMENT OF TRAN
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APPENDIX J: NATIONAL COMMITTEE ON U
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3. Add a new Guidance statement rec
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Guidance: Where the pedestrian clea
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Fugger, T.F., B.C. Randles, A.C. St
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