Pedestrian Signal Safety - AAA Foundation for Traffic Safety

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SURVEY RESULTS
A total of 49 pedestrians were surveyed in Broward County, including 11 ages 18–35, 14 ages
36–65, and 24 ages 65 and older. Pedestrians were intercepted after they completed their crossing
at countdown-equipped intersections and asked if they would like to participate in a brief survey on
pedestrian safety. Pedestrians were asked if they noticed anything different about crossing at this
intersection than at similar intersections in the Broward County area. A follow-up question confirmed
that the difference noted was the countdown signal. Thirty-five (approximately 71 percent) of the
pedestrians noticed the PCD signals.
Several respondents added that their response was based on the fact that they did not notice
anything different because PCD signals were at several signalized intersections in the immediate
area. All surveyed pedestrians were asked to explain the meaning of the countdown indication. All of
the pedestrians provided a satisfactory explanation of the countdown indication. Of those pedestrians
who had a preference regarding the use of TPS or countdown signals, all preferred the PCD signals.
In addition, 94 percent (47 out of 49 respondents) indicated that the PCD signal was helpful in
crossing the street safely.
EFFECT OF CHANGING WALKING SPEEDS ON PEDESTRIAN CLEARANCE TIMES
Table C-11 displays the required pedestrian signal times for different walking speeds and the time
available for that movement at each of the intersections studied. The pedestrian clearance time is
the time needed to cross a specified crosswalk for a given walking speed; in other words, the length
of the crosswalk divided by the crossing speed. The total time allotted for pedestrians to completely
traverse a crosswalk is the sum of the clearance time and WALK time. A 7-sec. WALK time was used
as recommended in the 2003 edition of MUTCD.
The available green time is the maximum time that can be allotted to the pedestrian signal interval
based on existing signal timings and phasing. The available green represents the green intervals
for the parallel streets. The available green times do not add up to the cycle length because of time
allotted to exclusive phasing for turn movements, concurrent phasing for approaches on the same
street (such as northbound and southbound approaches), and yellow and red intervals.
Table C-11 presents the ˝ symbol where the total pedestrian signal time exceeded the available
minimum green time. Key findings related to pedestrian WALK clearance time durations for the case
study intersections included:
• The pedestrian intervals exceeded the available green times for the 3.00 ft./sec. scenario in
the case study intersection in Broward County in one of three crosswalks (the northbound
approach, or south crosswalk).
• A walking speed of 3.00 ft./sec. yielded a pedestrian interval of 32 sec. Because this was less
than the available minimum green time (30 sec.), the pedestrian interval for this approach
could not be serviced adequately during the time available. In this case, the minimum green
could be increased to meet the time required for the pedestrian interval; however, this action
potentially could take time away from other movements served by other phases. Consequently,
this may increase vehicular delay, depending upon traffic volumes.