Pedestrian Signal Safety - AAA Foundation for Traffic Safety

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54 City of Sacramento, California Pedestrian Safety Guidelines Countdown signals are useful: • At locations with crossing distances greater than 60 ft. and pedestrian clearance intervals (PCIs) greater than 15 seconds (sec.). • At locations with high pedestrian volume. • At wide streets with long clearance intervals, the countdown signal effectively communicates the amount of time left to cross the street. At wide streets with medians, there should be adequate crossing time for the pedestrian to traverse the entire distance and countdown signals should be used as a default. • At actuated pedestrian signals, an additional, accessible pedestrian pushbutton should be located in the median. The countdown signal and median pushbutton should be used together wherever possible (City of Sacramento, California Pedestrian Safety Guidelines). City of Monterey, California Guidelines were outlined for the future implementation of pedestrian signal countdown devices. The following situations would justify the use of this device: • Any crosswalk requiring a clearance interval of more than 15 sec. The following circumstances may justify the use of pedestrian signal countdowns even if the interval is less than 15 sec.: State of Utah o high pedestrian volume; o high levels of vehicular traffic presenting a hazardous pedestrian crossing; o a high percentage of pedestrians with walking disabilities and/or a high percentage of senior citizens, for example, near health centers, hospitals, and retirement communities; and o school zones. (City of Monterey, California Pedestrian Countdown Signal Guidelines) Example Guidelines. Given that the feedback on countdown pedestrian indicators has been positive, continue to install them at signalized intersections. • If it is necessary to prioritize, give top priority to recurrent and fatal pedestrian-vehicle crash sites. The sites are a subset of all signalized intersections in Utah; selected sites tended to have either high severity scores (fatalities or serious injuries) or more than seven pedestrianvehicle crashes. • Give second priority to signalized intersections along recurrent pedestrian-vehicle crash corridors.
• Give third priority to signalized intersections that feature regular pedestrian activity. • Consider a policy that incorporates countdown pedestrian indicators and pedestrian indicators into all new traffic signals (Cottrell and Sichun). PEDESTRIAN BEHAVIOR FINDINGS Mean Walking Speed Detailed results for each jurisdiction are presented in Appendices C through H, including approach level results. The results reported in the appendices include the mean, median, and 15th-percentile speeds. This section presents the results of the mean walking speed (MWS) and 15th-percentile walking speed in each jurisdiction. Table 5 presents the walking speeds of younger pedestrians for each jurisdiction. Table 6 presents the walking speeds of older pedestrians for each jurisdiction. The tables present the combined MWS at both the traditional and the PCD-equipped intersections in each jurisdiction, the sample size collected, the difference in MWS (in ft./sec.) between traditional and PCD signals, and the results of the significance testing of the difference in MWS between intersections with TPS and intersections with PCD signals within each jurisdiction. The results indicate: • For younger pedestrians, MWS ranged from 4.80 ft./sec. to 5.30 ft./sec. at traditional signals and from 5.00 ft./sec. to 5.30 ft./sec. at countdown signals. Younger people walked faster or about the same at countdown signals. The slightly faster walking speeds observed at the countdown signal intersection may indicate that the countdown indication encouraged pedestrians to walk faster. Note that when a countdown signal is designed to conform with the current version of MUTCD, pedestrians who complete their crossing maneuvers during the WALK indication will not see the countdown display, so their behavior should not be affected by the fact that the signal in question is a countdown signal. However, in this study, crossing distances at most intersections were long enough that pedestrians would have seen the countdown display while crossing. • For younger pedestrians in three of the jurisdictions, MWS at countdown signals was faster than at traditional signals. In the remaining study jurisdictions, MWS was faster in one jurisdiction at TPS as compared to countdown signals, and MWS was equal at traditional and PCD signals in two jurisdictions. This finding is significant and was based on 95-percent confidence testing. • For older pedestrians, MWS ranged from 3.98 ft./sec. to 4.60 ft./sec. at traditional signals and from 4.20 ft./sec. to 4.80 ft./sec. at countdown signals. (Older people walked faster at countdown signals.) • While there were three locations where MWS was slower for the older group, the three locations with faster mean speeds for the older group had statistically significant differences. This table reports statistical differences but does not provide practical differences. Note that although the difference in walking speeds of 0.10 ft./sec. in Minneapolis/St. Paul, Minnesota was statistically significant at 95-percent confidence, this difference may or may not be of 55
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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 and 52: 5 0 . 0 % 4 5 . 0 % 4 0 . 0 % 3 5 .
Page 53: POSITIVE IMPACTS OF PEDESTRIAN COUN
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
Page 103 and 104: 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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