Pedestrian Signal Safety - AAA Foundation for Traffic Safety

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148 Table D-10. Pedestrian WALK and clearance time durations for case study intersection in Minneapolis, Minnesota. Approach/ crosswalk Northbound/ south Southbound/ north Eastbound/ west Westbound/ east Length (ft.) 3.00 ft./sec. Clearance time (sec.) 3.50 ft./sec. 4.00 ft./sec. Clearance time with 12-sec. WALK (sec.) 3.00 ft./sec. 3.50 ft./sec. 4.00 ft./sec. Available green (sec.) 75 25 21 19 37˝ 33 31 34 78 26 22 20 38˝ 34 32 34 3 18 15 13 30˝ 27 25 28 50 17 14 13 29˝ 26 25 28 TRAFFIC OPERATIONS ANALYSIS Table D-11 shows the intersection operational and geometric characteristics for the Minneapolis/ St. Paul case study intersection. Figure D-4 shows the overall average vehicle delay (AVD) and intersection LOS under various peak-hour traffic volume and pedestrian walking speed scenarios (3.00, 3.50, 4.00 ft./sec. and base conditions). Figures D-5, D-6, and D-7 show the major street and minor street approach AVD (in sec.) under walking speeds of 3.00 ft./sec., 3.50 ft./sec., and 4.00 ft./sec., respectively. Table D-12 shows the overall, major street approach, and minor street approach intersection LOS and AVD (in sec.) under various peak-hour traffic volume scenarios and under pedestrian walking speeds of 3.00 ft./sec., 3.50 ft./sec., and 4.00 ft./sec. When comparing existing volume conditions to a modeled increase of 10 percent above existing volume conditions, there was a decrease of one LOS designation (from LOS C to LOS D) with a corresponding increase in average delay per vehicle (ADPV) of 14 sec. under the 3.00 ft./sec. walking speed scenario. An incremental increase of another 5 percent of peak-hour volume to the 3.00 ft./ sec. walking speed lowered the LOS from D to E and added 7 sec. to the ADPV. Thus, from existing volume conditions to a modeled increase of 15 percent over existing volumes, there was a reduction of two LOS designations (from LOS C to E) and a corresponding increase of approximately 21 sec. for ADPV. Under the 3.50 ft./sec. and 4.00 ft./sec. walking speed scenarios, under existing volumes to an increase of 15 percent of existing volumes, there was no change in LOS (LOS C remained the same); however, there was a corresponding increase in ADPV of approximately 5 sec. and 4 sec. under the 3.50 ft./sec. and 4.00 ft,/sec. walking speed scenarios, respectively. In summary, the 3.00 ft./sec. pedestrian walking speed, as compared to the 3.50 ft./sec. and 4.00 ft./sec. pedestrian walking speeds, had a greater negative impact on vehicular traffic operations at the case study intersection.
For the major street approaches, LOS and AVD remained constant (LOS C) under existing volume conditions as compared to a modeled increase of 15 percent above existing volumes at the 3.50 ft./ sec. and 4.00 ft./sec. pedestrian walking speeds. For these walking speeds, there was only a 2-sec. and 5-sec. modeled difference, respectively, for the 3.50 ft./sec. and 4.00 ft./sec. pedestrian walking speeds. For the 3.00 ft./sec. walking speed assumption, LOS was reduced from LOS C under existing volume conditions to LOS E under a modeled increase of 15 percent above existing volumes. There was a 29-sec. increase in ADPV under the 3.00 ft./sec. walking speed. The major street delay increased exponentially with the increase in traffic volume for the 3.00 ft./sec. walking speed. For the minor street approaches, LOS ranged from LOS B to C for all volume and pedestrian walking speed scenarios analyzed. The range in ADPV under existing volume conditions as compared to a modeled increase of 15 percent above existing volumes at the 3.00 ft./sec. and 3.50 ft./sec. walking speed assumption was 1 sec. and 2 sec., respectively. For the 4.00 ft./sec. walking speed, under the same volume comparison, LOS was reduced by one designation (from LOS B to LOS C) and there was a corresponding increase in AVD of 7sec. Table D-11. Minneapolis/St. Paul, Minnesota intersection characteristics: approach lane usage, peakhour traffic volumes, and cycle length. Approach Northbound (MJ) Southbound (MJ) Eastbound (MN) Westbound (MN) MJ approach MN approach Total Number of approach lanes L LT T TR R Total -10 percent Peak-hour tra ffic vol umes (existing and m odeled) +10 Exist ing +5 p ercent percent +15 percent 1 1 0 1 0 3 1,013 1,126 1,182 1,239 1,295 1 0 1 1 1 4 934 1,038 1,090 1,142 1,194 0 0 1 0 1 0 2 336 373 392 410 429 1 0 1 0 2 535 594 624 653 683 2 1 1 2 1 7 1,947 2,164 2,272 2,380 2,489 0 2 1 2 1 4 871 967 1,016 1,063 1,112 2 3 2 4 2 11 2,818 3,131 3,288 3,444 3,601 Cycl e len gth: 90 sec. * Note: l = Left; LT = left-through; T = through; TR = through-right; R = right. Vol um e range 1,947 – 2,489 871 – 1,112 2,818 – 3,601 149
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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
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PURPOSE OF SURVEY The purpose of th
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d) Plan to use during the next one
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Question 22 If you answered “yes
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Table A-1. Distribution of responde
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Table A-2. Respondent organizations
Page 97 and 98: Figure A-2 shows the distribution o
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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 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: SURVEY RESULTS A total of 150 pedes
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
Page 189 and 190: Table F-13. White Plains, New York:
Page 191 and 192: APPENDIX G: SALT LAKE CITY, UTAH CA
Page 193 and 194: BACKGROUND Salt Lake City is Utah
Page 195 and 196: Figure G-2 displays the type of ped
Page 197 and 198: 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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