Pedestrian Signal Safety - AAA Foundation for Traffic Safety

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52 6 0 .0 % 5 5 .0 % 5 0 .0 % 4 5 .0 % 4 0 .0 % 3 5 .0 % 3 0 .0 % 2 5 .0 % 2 0 .0 % 1 5 .0 % 1 0 .0 % 5 .0 % 0 .0 % 5 7 .1 % High pedestrian volumes 2 1 .4 % Age; older and very young persons Inexperienced users 1 0 .7 % 1 .8 % 1 .8 % 3 .6 % 3 .6 % Ethnic diversity High pedestrian pushbutton usage Pedestrian crash history; fatalities and injuries High bicycle volumes Figure 7. Pedestrian characteristics considered for use of pedestrian countdown signals.
POSITIVE IMPACTS OF PEDESTRIAN COUNTDOWN SIGNALS Respondents were asked if there were any positive impacts of PCD signals. The stated positive impacts included: • more time remaining to cross for faster than average pedestrians; • understandability; • a more informed choice as to whether to cross the street; thus, better decision-making in response to the pedestrian change indication; • pedestrians can gauge their own crossing time by their abilities; pedestrians are able to “speed up” to clear the intersection; • reduced pedestrian delay; and • more pedestrians finishing the crossing during the clearance interval. NEGATIVE IMPACTS OF PEDESTRIAN COUNTDOWN SIGNALS The leading responses for negative impacts included an increase in pedestrians entering during the change interval and pedestrians running to cross the intersection. CRITERIA AND POLICIES FOR USING PEDESTRIAN COUNTDOWN SIGNALS Policies as to when PCD signals will be considered in a jurisdiction were reviewed. A summary of those policies and access to source documents are provided below. Monroe County, New York The Monroe County, New York Department of Transportation developed traffic operational criteria to assist in the decision to use a PCD signal or a traditional pedestrian signal (TPS). The county considered the influence of conflicting vehicles that could delay a pedestrian briefly during the FDW interval. Locations with heavier right-turning and left-turning vehicle volumes have a higher potential to delay a pedestrian’s crossing. The “time remaining” information would be helpful in this situation to reassure a pedestrian that there is still adequate crossing time available for the completion of the crossing. The criteria include the following (full text of the draft policy is included in Appendix J): • PCD signals are recommended where right-turning and left-turning volumes that conflict with the crosswalk are greater than 400 vehicles per hour. • There is increased usefulness of the PCD signal as the crosswalk distance increases, especially in cases of extreme length. The county developed a threshold of at least a 60-foot (ft.) crossing distance to implement a PCD signal (Pond 2006). City Of Oakland, California Policies. Action 1.2.7. Consider using crossing enhancement technologies like PCD signals at the highest pedestrian volume locations (City of Oakland, California Pedestrian Master Plan). 53
Page 1: Pedestrian Signal Safety for Older
Page 5 and 6: LIST OF TABLES Table/Page ES-1/19.
Page 7: LIST OF FIGURES Figure/Page 1/22. E
Page 11 and 12: LIST OF DEFINITIONS Access Board Th
Page 13: FOREWORD ABOUT THE SPONSOR This stu
Page 16 and 17: 16 Mark J. Kulewicz Director-Traffi
Page 18 and 19: 18 LITERATURE REVIEW FINDINGS • O
Page 20 and 21: 20 1. Based on the results observed
Page 22 and 23: 22 Figure 1. Example of a pedestria
Page 25 and 26: METHODS The project objectives were
Page 27 and 28: and 3.40 ft./sec. for pedestrians o
Page 29 and 30: the potential impact of various wal
Page 31 and 32: Pedestrian Start-Up Time Pedestrian
Page 33 and 34: • a PCD signal with both the coun
Page 35 and 36: six crosswalks experienced a signif
Page 37 and 38: where: W = duration of WALK indicat
Page 39 and 40: Gates, Noyce, Bill, and Van Ee expa
Page 41 and 42: Table 3. Summary of empirical data
Page 43 and 44: Table 4. Summary of researcher reco
Page 45 and 46: SITE SELECTION/EFFECT OF DIFFERENT
Page 47 and 48: Walking Speeds The project team mea
Page 49 and 50: RESULTS AGENCY SURVEY FINDINGS Deta
Page 51: 5 0 . 0 % 4 5 . 0 % 4 0 . 0 % 3 5 .
Page 55 and 56: • Give third priority to signaliz
Page 57 and 58: 15th-Percentile Walking Speed The 1
Page 59 and 60: Table 10: Pedestrian signal complia
Page 61 and 62: Table 12. Older pedestrians remaini
Page 63 and 64: The case study intersections in Sal
Page 65 and 66: Five different traffic volume condi
Page 67 and 68: Minneapolis/St.Paul, Minnesota Figu
Page 69 and 70: Figure 10. Delay vs. volumes at Mon
Page 71 and 72: 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
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PEDESTRIAN COUNTDOWN SIGNAL START/E
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PCD Signal Start/End Times Start of
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3. Seniors and other adults showed
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• No. Countdown timers encourage
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the crossing time remaining? Yes 20
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• None (n = 32) • Motorists spe
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PEDESTRIAN SAFETY FOR OLDER PEDESTR
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APPENDIX C: BROWARD COUNTY, FLORIDA
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BACKGROUND Broward County is locate
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DATA COLLECTION METHODOLOGY Pedestr
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For younger pedestrians, the mean w
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Pedestrians Under 65 Table C-6 show
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Pedestrians Left in Intersection At
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Table C-11. Pedestrian WALK and cle
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Figure C-2. Delay vs. volumes at ca
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Table C-13. Broward County, Florida
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APPENDIX D: MINNEAPOLIS/ST. PAUL, M
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BACKGROUND Minneapolis, in southeas
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• Lyndale Avenue and Franklin Ave
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Table D-2. Walking speeds for pedes
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Table D-4. Significance testing of
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Table D-7. Frequency and percentage
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SURVEY RESULTS A total of 150 pedes
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For the major street approaches, LO
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3.50 ft./sec. Figure D-6. Intersect
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SUMMARY In summary, the key results
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LIST OF TABLES Table/Page E-1/156.
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SITE SELECTION Engineering staff fr
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Twenty-two pedestrians with mobilit
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Older Pedestrians Table E-8 shows t
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EFFECT OF CHANGING WALKING SPEEDS O
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As shown in Table E-12, major stree
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3.50 ft./sec. Figure E-6. Intersect
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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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cross. That is, at an intersection
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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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Younger Pedestrians Table H-6 shows
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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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