Pedestrian Signal Safety - AAA Foundation for Traffic Safety

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138 Table D-1. Population distribution by age for Minneapolis and St. Paul, Minnesota. Age Under 18 Minneapolis St. Paul Minnesota United Stat es Population Percent of total Population Percent of total Population Percent of total Population Percent of total 84,169 22.0 77,827 27.1 1,286,894 26.2 72,293,812 25.7 18–34 134,066 35.0 84,155 29.3 1,143,572 23.2 67,035,178 23.8 35–54 106,865 27.9 77,827 27.1 1,489,878 30.3 82,826,479 29.4 55–64 22,640 5.9 17,695 6.2 404,869 8.2 24,274,684 8.6 65-84 28,504 7.4 24,472 8.5 508,665 10.3 30,752,166 10.9 85 and older 6,374 1.7 5,175 1.8 85,601 1.7 4,239,587 1.5 Total 382,618 100 287,151 100 4,919,479 100 281,421,906 100 SITE SELECTION Minneapolis initially was selected for the study. Minneapolis recently started using pedestrian countdown (PCD) signals. At the time of the data collection, the city had PCD signals at three intersections. One of the intersections was in a residential and commercial neighborhood. The other two intersections were located near a light rail station. The city traffic engineer recommended not using the two intersections near the light rail station because the intersection design, trip purposes, and pedestrian activity at these intersections were unusual. The local AAA representatives agreed with this recommendation. However, this left only one PCD signal for the study. Additionally, the remaining intersection was equipped with PCD signals across only one approach. The project engineer contacted the City of St. Paul to seek its involvement in the study. The City of St. Paul agreed to participate. One intersection equipped with a countdown signal and one intersection equipped with a traditional signal was selected in each city. In the selection of study intersections, the project engineer considered the following aspects: • Pedestrian volumes, particularly older pedestrian volumes; • Lack of any construction or other temporary impediments (such as street closures) that may affect pedestrian behavior; • Ability to sufficiently collect data (such as utility poles located close to the intersection); • Conventional intersection design; and • Surrounding land use. Based on field observations, discussions with the engineering staff, and the recommendations of the AAA representative, two intersections in Minneapolis and two intersections in St. Paul were selected for this study. In Minneapolis:
• Lyndale Avenue and Franklin Avenue (traditional); and • Lyndale Avenue and Groveland Avenue (countdown). In St. Paul: • University Avenue and Hamline Avenue (traditional); and • University Avenue and Snelling Avenue (countdown). Figure D-2 illustrates the two Minneapolis intersections. Figure D-3 illustrates the two St. Paul intersections. The figures display the type of pedestrian signal at each of the four intersections. As shown, for each of the cities, the intersections were in close proximity to one another. The two Minneapolis intersections were approximately one-third-mile apart; the two St. Paul intersections were approximately one-half-mile apart. The Minneapolis intersections were located near a center for the visually impaired. Figure D-2. Signalized intersections in Minneapolis, Minnesota. Figure D-3. Signalized intersections in St. Paul, Minnesota. 139
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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
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Figure 13. Delay vs. volumes at Ora
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Pedestrian Understanding and Prefer
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the countdown at the end of the FDW
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lengths are preferred for pedestria
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Table 23. Comparison of the literat
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observer was assigned to each inter
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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 and 124: For younger pedestrians, the mean w
Page 125 and 126: Pedestrians Under 65 Table C-6 show
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: BACKGROUND Minneapolis, in southeas
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 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
Page 175 and 176: LIST OF TABLES Table/Page F-1/176.
Page 177 and 178: SITE SELECTION The City of White Pl
Page 179 and 180: RESULTS Walking Speeds The walking
Page 183 and 184: cross. That is, at an intersection
Page 185 and 186: Pedestrians Left in Intersection At
Page 187 and 188: 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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Pedestrian Signal Safety - AAA Foundation for Traffic Safety

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