Pedestrian Signal Safety - AAA Foundation for Traffic Safety

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152 Table D-12. Minneapolis/St. Paul intersection level of service under various peak-hour traffic volume and pedestrian walking speed scenarios. Walking speed scenario -10-percent volume LOS (and average delay, in sec.) Existing volume +5-percent volume +10-percent volume +15-percent volume 3.00 ft./sec. C (24) C (27) C (27) D (41) E (48) 3.50 ft./sec. C (24) C (27) C (27) C (31) C (32) 4.00 ft./sec. C (25) C (27) C (28) C (30) C (31) Major street LOS (and average delay, in sec.) 3.00 ft/sec. C (28) C (32) C (32) D (51) E (61) 3.50 ft/sec. B (17) C (19) C (19) C (21) C (21) 4.00 ft/sec. C (28) C (30) C (31) C (34) C (35) Minor street LOS (and average delay, in sec.) 3.00 ft./sec. B (17) B (17) B (18) B (18) B (18) 3.50 ft./sec. B (19) B (19) B (19) B (20) C (21) 4.00 ft./sec. B (19) B (20) C (21) C (21) C (35)
SUMMARY In summary, the key results are as follows for Minneapolis and St. Paul: • MWS for younger pedestrians was faster at PCD intersections (5.00 ft./sec.) than at traditional signals (4.90 ft./sec.). • Walking speeds for older pedestrians were generally slower than for younger pedestrians. MWS for pedestrians 65 and older was faster at PCD intersections (4.30 ft./sec.) than at traditional signals (4.00 ft./sec.). • Pedestrians with mobility impairments and without wheelchairs had appreciably slower walking speeds than pedestrians without mobility impairments—their mean was 3.60 ft./sec. A small sample size is recognized. • Pedestrians with visual impairments had an MWS similar to older pedestrians—their mean was 4.20 ft./sec. A small sample size is recognized. • Older pedestrians had a slower start-up time, but this will vary by intersection and leg of intersection. • A slightly higher level of compliance (entering crosswalk on WALK display) was found at traditional intersections for the younger group of pedestrians. The sample size of the older group of pedestrians was too small to draw conclusions. • PCD signals had a much lower occurrence of younger pedestrians being left in the intersection. • The majority of surveyed pedestrians understood the PCD signal indication. Interestingly, of those who had a preference, the majority of pedestrians surveyed preferred TPS. • Operational analysis: o 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. 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 LOS E) and a corresponding increase of 21 sec. for ADPV. Under the 3.50 ft./sec. and 4.00 ft./sec. walking speed scenarios, there was no change in LOS (LOS C remained the same) and the ADPV was 5 sec. and 4 sec. under the 3.50 ft./sec. and 4.00 ft./sec. walking speed scenarios, respectively. o The major street delay increased exponentially with the increase in traffic volume for the 3.00 ft./sec. walking speed. 153
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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
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Figure A-2 shows the distribution o
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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 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: 3.50 ft./sec. Figure D-6. Intersect
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
Page 199 and 200: Pedestrians with Impairments Pedest
Page 201 and 202: 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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