The pedestrian was standing or walking near the roadway edge, on the sidewalk, in a driveway or a... more The pedestrian was standing or walking near the roadway edge, on the sidewalk, in a driveway or alley, or in a parking lot, when struck by a vehicle. Possible Cause/Problem #1 Pedestrian was struck while waiting to cross roadway, standing at or near curb. General Countermeasures a. Provide accessible sidewalks/walkways and crosswalks. b. Install curb extensions for better line of sight between pedestrians and motor vehicles. c. Reduce curb radii to slow turning cars. d. Implement driver education program. e. Install sidewalk barriers. f. Improve nighttime lighting. g. Increase speed enforcement. h. Provide sidewalk buffer (landscape strip or bike lane). i. Use adult crossing guard. Possible Cause/Problem #2 Pedestrian was struck in parking lot, driveway, private road, gas station, alley, etc. General Countermeasures a. Redesign or re-stripe parking lot to provide pedestrian access. b. Maintain level sidewalk across driveway area. c. Implement pedestrian and motorist education programs. d. Move sidewalk farther back so that driver will have more time to stop for a pedestrian crossing a driveway. e. Improve nighttime lighting. f. Build/improve local parks for child activities. g. Provide clear pedestrian path across parking lot. h. Remove landscaping or other visual obstructions near driveways. Possible Cause/Problem #3 Vehicle entered or exited a driveway or alley and struck pedestrian. Possible Cause/Problem #5 Working on or standing by a disabled vehicle. General Countermeasures a. Provide paved shoulders. b. Provide adequate nighttime lighting. c. Educate drivers about what to do if a vehicle becomes disabled. d. Provide a motorist assistance program. Possible Cause/Problem #1 Disabled vehicle (pedestrian crosses expressway to seek help). General Countermeasures a. Install/upgrade roadway lighting. b. Increase police surveillance. c. Provide motorist assistance program. d. Educate drivers on what to do if a vehicle is disabled. Possible Cause/Problem #2 Pedestrians routinely cross section of expressway. 11. Backing Vehicle The pedestrian was struck by a backing vehicle on a street, in a driveway, on a sidewalk, in a parking lot, or at another location. Possible Cause/Problem #1 Pedestrian struck by backing vehicle. General Countermeasures a. Enhance pedestrian education. b. Enhance motorist education. c. Provide auditory backing alert on vehicle. d. Eliminate, modify, or relocate parking if feasible. e. Remove unneeded driveways and alleys. f. Remove landscaping or other sight obstruction near driveways. g. Provide clearly delineated walkways for pedestrians in parking lots. h. Relocate pedestrian walkways. i. Improve nightime lighting. j. Provide raised pedestrian crossings or curb extensions to improve the visibility of pedestrians to backing motorists. 38 General Countermeasures a. Provide sidewalk or walkway. b. Add adequate planting strip or sidewalk separation. c. Remove sight obstructions (e.g., trim hedges or lower fencing). d. Maintain level sidewalks across driveways or alleys. e. Narrow driveways and reduce turning radii. f. Provide clear walking path across driveway. g. Remove unneeded driveways and alleys. h. Provide advance warning signs for drivers. General Countermeasures a. Install large, visible pedestrian warning signs. b. Install/upgrade nighttime lighting. c. Provide pedestrian overpass/underpass. d. Install pedestrian fencing or barriers along roadway right-of-way e. Increase police surveillance. 13. Miscellaneous This category includes all other pedestrian crash types, such as: intentional crashes, driverless vehicle, a secondary crash after a vehicle/vehicle collision, a pedestrian struck by falling cargo, emergency vehicle striking a pedestrian, a pedestrian standing or lying in the road, or other/unknown circumstances. The information described above on pedestrian crash groups is referenced in the next chapter for selecting corresponding pedestrian safety improvements.
Traffic and safety engineers are faced with the on-going challenge of maintaining acceptable leve... more Traffic and safety engineers are faced with the on-going challenge of maintaining acceptable levels of safety on the roads and streets under their jurisdictions. Generally, this challenge is major in scope and critical in terms of the societal costs of injuries and deaths on the highway system. Public agency efforts are often constrained by limited monetary, equipment, and manpower resources. Thus, it becomes important for traffic and safety engineers to maximize the effectiveness with which they analyze and remedy hazardous locations. This paper describes the application of a microcomputer as a tool for the evaluation and selection of countermeasures related to alleviating or minimizing accidents involving utility poles.
The purpose of this analysis was to field test the most promising countermeasures for right-turn-... more The purpose of this analysis was to field test the most promising countermeasures for right-turn-on-red (RTOR) accidents that involve pedestrians under various site conditions. Seven countermeasures were field tested at 34 intersection approaches in six u.s. cities. Various types of conflicts and violations were used as measures of effectiveness, including RTOR-related events and total (RTOR plus right-turn-on-green) events. The z-test for proportions was applied to determine the effectiveness of countermeasures. In summary, the red ball NO TURN ON RED (NTOR) sign is more effective than the standard black and white N'l'OH sign, and it is r ecomrnended that it be added to the Manual on qn iform Traffic Control Devices. The offset stop bar improved motorist compliance and reduced conflicts with cross-street traffic and is recommended for use on multilane approaches under some conditions. The electronic• NTOR blank-out sign was slightly more effective, although considerably more costly, than traditional signs. The NO TURN ON RED WHEN PEDESTRIANS ARE PRESENT sign was effective at sites with moderate to low volumes of RTOR vehicles, although the legend is difficult to read when located adjacent to the signal or on the far side of the intersection.
The Highway Safety Information Systems (HSIS) is a multi-State safety data base that contains acc... more The Highway Safety Information Systems (HSIS) is a multi-State safety data base that contains accident, roadway inventory, and traffic volume data for a select group of States. The participating States,
Automated pedestrian detection systems provide the means to detect the presence of pedestrians as... more Automated pedestrian detection systems provide the means to detect the presence of pedestrians as they approach the curb prior to crossing the street, and then these systems call the Walk signal without any action required on the part of the pedestrians. These detectors can also extend the clearance interval in order to allow slower persons to finish crossing. Whether automated pedestrian detectors, when used in conjunction with standard pedestrian push buttons, would result in fewer overall pedestrian-vehicle conflicts and fewer inappropriate crossings (i.e., pedestrians' beginning to cross during a Don't Walk signal) was evaluated. Before and after video data were collected at intersection locations in Los Angeles, California (infrared and microwave), Phoenix, Arizona (microwave), and Rochester, New York (microwave). The results indicated a significant reduction in vehicle-pedestrian conflicts, as well as a reduction in the number of pedestrians beginning to cross during the Don't Walk signal. The differences between microwave and infrared detectors were not significant. Detailed field testing of the microwave equipment in Phoenix revealed that fine-tuning of the detection zone is still needed in order to reduce the number of false calls and missed calls.
support for the project and their assístance in the administrative execution of the project¡ and ... more support for the project and their assístance in the administrative execution of the project¡ and to l{i1lia¡n R. It{cshane of the Polytechníc Institute' who provided some inslghts into the statistical data that were of specía1 value. This document is ¿¡isse¡ninated under the sponsorshlp of the u.S. Departnent of Transportation, the Transportation Research Record 847 New York State Governorrs Traffic Safety Committee, and the New York city Office of Highway safety. The above-mentioned assume no liability for its contents or use thereof. Publìcation of thís pøper sponsored by Committee on Pedestians.
Crash modification factors (CMFs) are listed in the Highway Safety Manual and other authoritative... more Crash modification factors (CMFs) are listed in the Highway Safety Manual and other authoritative publications. This information does not allow the reader to distinguish between the predictions of safety effect that can be made confidently and are likely to lead to correct decisions and those that can easily be wrong. Nor can it be known how transferable past research results are to decisions about future actions to be implemented under different circumstances. The conceptual framework described in this paper aims to provide guidance for research about CMFs and for meta-analyses. The central claim is that CMFs are random variables and are not universal constants that apply everywhere at all times. The smaller the standard deviation of a CMF, the more confident the related decision making can be. Therefore, the aim of research into CMFs is to reduce their standard deviations. Ways to do so efficiently are indicated. The requisite theory and equations are provided.
The purpose of this study was to determine current motorist compliance to RTOR regulations, devel... more The purpose of this study was to determine current motorist compliance to RTOR regulations, develop and field test countermeasures for RTOR pedestrian accidents, and develop improved warrants and guidelines for prohibition of RTOR. Based on data from several U.S. cities, only 3.7 percent of all right turning drivers violate NO TURN ON RED (NTOR) signs. However, of drivers with an opportunity to turn right on red, 20 percent violated the sign. At locations with RTOR allowed, 56.9 percent of motorists do not come to a complete stop before turning right on red. Based on conflict and violation data, 30 countermeasures were developed as possible treatments for RTOR-pedestrian accidents. Seven of these were field tested, including an offset stop bar, a red ball (symbolic) NTOR sign, a larger 30x36-in (75x90-cm) NTOR sign, a LOOK FOR TURNING VEHICLES pavement marking, a NTOR WHEN PEDESTRIANS ARE PRESENT sign, and an electronic variable message (blank-out NTOR sign. Several promising applications for the devices were recommended. A critique was made of the current MUTCD guidelines on RTOR prohibition. Based on an analysis of conflicts at 199 intersection approaches, improved guidelines were recommended. The final report consists of two volumes. Volume I is the Executive Summary and Volume II is the Research Report. This Users Manual was prepared to provide guidance to highway agency officials on techniques to improve pedestrian and motorist safety with respect to RTOR.
ITE 2001 Annual Meeting and ExhibitInstitute of Transportation Engineers (ITE), Aug 1, 2001
Traffic control measures are too often designed with the sole interests of motorists in mind, and... more Traffic control measures are too often designed with the sole interests of motorists in mind, and pedestrians are left to "fend for themselves" on streets with inadequate crossing times, confusing traffic control devices, excessive delays, and construction zones with little or no provisions for those who walk. Some transportation agencies have for years provided for non-motorized as well as motorized road users. However, many more agencies should place greater emphasis and priority on the needs of pedestrians on public streets and highways. This chapter is intended to help engineers and others working on the design of pedestrian facilities to meet the goal of making the public realm a safer and more attractive place to walk.
United States. Federal Highway Administration, 1994
This report has been prepared as part of the 'National Bicycling & Walking Study' man... more This report has been prepared as part of the 'National Bicycling & Walking Study' mandated by the 1991 U.S. Department of Transportation Appropriations Act. It is about enhancing the travel options of bicycling and walking. The study aims to increase the use of these two travel modes by developing a plan for making bicycling and walking safer and more appealing modes of personal transportation. The document presents a plan of action for activities at the federal, state, and local levels for meeting the goals of doubling the current percentage of total trips made by bicycling and walking (from 7.9% to 15.8%), and reducing by 10% the number of bicyclists and pedestrians killed or injured in traffic crashes. This report draws upon all of the work completed to date in outlining an action plan to promote bicycling and walking as viable transportation options. A Federal Action Plan is presented along with actions necessary to achieve the safety objective and doubling the percentage of trips made by bicycling and walking. Separate chapters discuss the Action Plans and Programs at the state and local levels including examples of successful programs. The concept of "institutionalization" is discussed along with indicators of institutionalization and the need for actions that institutionalize bicycling and walking into the Nation's transportation system at the federal, state, and local levels. The vision of this program is a nation of travelers with new opportunities to walk or ride a bicycle as part of their everyday life, and a transportation system that provides new levels of personal mobility at modest cost while encouraging cleaner air and healthier populace,
The National Bicycling and Walking Study was mandated by the 1991 U.S. DOT Appropriations Act. Th... more The National Bicycling and Walking Study was mandated by the 1991 U.S. DOT Appropriations Act. The Study was initiated in early 1991. A working group within the U.S. DOT--including representatives from the Federal Highway Administration, the National Highway Traffic Safety Administration, the Federal Transit Administration, and the Office of the Secretary of Transportation--was established to provide direction to the Study. The purpose of this report is to recommend a plan of action for achieving the Study goals of doubling the percentage of bicycling and walking trips, while decreasing by 10 percent the number of crash-related injuries and deaths. Chapter 1 summarizes the Study goals, discusses the Study background, and outlines the contents of this report. Chapter 2 looks at current levels of bicycling and walking, the potential for increased use, and the benefits of these changes. Chapter 3 presents an action plan for programs and activities at the national level, and Chapters 4 ...
The purpose of this study was to determine the cost-effectiveness of alternative utility pole tre... more The purpose of this study was to determine the cost-effectiveness of alternative utility pole treatments. The study involved a large-scale data-collection and analysis effort to quantify benefits and costs associated with the following countermeasures: (a) placement of utility lines underground, (b) relocation of poles further from the roadway, (c) reducing the number of poles, (d) combinations of pole relocation and reducing pole density, and (e) use of breakaway poles. Expected accident benefits were computed for various countermeasures based on an in-depth analysis of accident and roadway data in four states. Countermeasure costs were obtained from telephone and electric utility companies around the country. Placing the utility lines underground and pole relocation were found to be cost effective for telephone and electric distribution lines for a variety of traffic and roadway conditions. Reducing pole density through multiple pole use was also cost effective in some instances, ...
A countdown signal displays the number of seconds left until the steady Don’t Walk phase appears ... more A countdown signal displays the number of seconds left until the steady Don’t Walk phase appears and opposing traffic receives a green light. A pedestrian who has just arrived in the queuing area can use this information to decide whether to start crossing. A person who is in the crosswalk when the flashing Don’t Walk interval appears can see the number of seconds remaining before the cross traffic gets a green light. This may reduce the likelihood that a person is still in the intersection when the light changes. The objective of this study was to evaluate the effects of countdown signals at intersections in Lake Buena Vista, Florida. A “treatment ” and “control ” study design was used: countdown signals at two intersections were matched with three control intersections that were similar but did not have countdown signals. The countdown signals were evaluated according to three measures of effectiveness: 1. Pedestrian compliance with the Walk signal 2. Pedestrians who ran out of ti...
This I'C!pon provides suggestions and guidelines for the planning and design of local pedestrian ... more This I'C!pon provides suggestions and guidelines for the planning and design of local pedestrian facilities. These guidelines are intended to assist local planners, pedestrian coordinators. and traffic engineers in enhancing the safety and pedestrian.friendliness of local streets and highways through actions such as sidewalk additions or crosswalk improvements to existing roadways, and incorporaring the best pracciĩ nto the design of new roadways. This document is provided to North Carolina localities as a tool for information exchange and planning purposes only. It reflects the views of its authors and is not necessarily the official policy or practice of the North Carolina Deparoncnt of Transponation. Further, this document does not constitute the promulgation of standards, specifications or regulations. However. AASHTO. MUTeD, and ITE pedestrian guidelines are followed where applicable and appropriate. It is not intended that these guidelines cover all the different factors that must be taken into account in selecting the most effective design or traffic control device for a given situation. The NC DOT assumes no liability for the contenu or use of this manual. Judgment by trained engineers with a knowledge of the local conditions is needed to select the optimal pedestrian facility, design feature or traffic control device. This report provides suggestions and guidelines for the planning and design of local pedestrian facilities.
Ability of various truck configurations to negotiate rural roads with restrictive geometry was ex... more Ability of various truck configurations to negotiate rural roads with restrictive geometry was examined in addition to effects of such trucks on traffic operations and safety. Truck sizes included truck-tractor semitrailers with trailer lengths of 40, 45, and 48 ft (i.e., semi-40, semi-45, and semi-48) and twin-trailer combinations with 28-ft trailers (i.e., twins or double 28). Test sites consisted of approximately 60 mi of rural, two-lane roads in New Jersey and California with a variety of lane widths, shoulder widths, and horizontal and vertical alignment. Field testing involved following control trucks of each truck type along the selected routes. Photographic and radar equipment were used in a data collection caravan to measure the effects of the trucks on oncoming vehicles in terms of speed changes and lateral placement changes. Statistical testing was used to compare operational differences between various truck types for specific geometric conditions. Results showed that se...
Traffic and safety engineers are faced with the on-going challenge of maintaining acceptable leve... more Traffic and safety engineers are faced with the on-going challenge of maintaining acceptable levels of safety on the roads and streets under their jurisdictions. Generally, this challenge is major in scope and critical in terms of the societal costs of injuries and deaths on the highway system. Public agency efforts are often constrained by limited monetary, equipment, and manpower resources. Thus, it becomes important for traffic and safety engineers to maximize the effectiveness with which they analyze and remedy hazardous locations. This paper describes the application of a microcomputer as a tool for the evaluation and selection of countermeasures related to alleviating or minimizing accidents involving utility poles.
The pedestrian was standing or walking near the roadway edge, on the sidewalk, in a driveway or a... more The pedestrian was standing or walking near the roadway edge, on the sidewalk, in a driveway or alley, or in a parking lot, when struck by a vehicle. Possible Cause/Problem #1 Pedestrian was struck while waiting to cross roadway, standing at or near curb. General Countermeasures a. Provide accessible sidewalks/walkways and crosswalks. b. Install curb extensions for better line of sight between pedestrians and motor vehicles. c. Reduce curb radii to slow turning cars. d. Implement driver education program. e. Install sidewalk barriers. f. Improve nighttime lighting. g. Increase speed enforcement. h. Provide sidewalk buffer (landscape strip or bike lane). i. Use adult crossing guard. Possible Cause/Problem #2 Pedestrian was struck in parking lot, driveway, private road, gas station, alley, etc. General Countermeasures a. Redesign or re-stripe parking lot to provide pedestrian access. b. Maintain level sidewalk across driveway area. c. Implement pedestrian and motorist education programs. d. Move sidewalk farther back so that driver will have more time to stop for a pedestrian crossing a driveway. e. Improve nighttime lighting. f. Build/improve local parks for child activities. g. Provide clear pedestrian path across parking lot. h. Remove landscaping or other visual obstructions near driveways. Possible Cause/Problem #3 Vehicle entered or exited a driveway or alley and struck pedestrian. Possible Cause/Problem #5 Working on or standing by a disabled vehicle. General Countermeasures a. Provide paved shoulders. b. Provide adequate nighttime lighting. c. Educate drivers about what to do if a vehicle becomes disabled. d. Provide a motorist assistance program. Possible Cause/Problem #1 Disabled vehicle (pedestrian crosses expressway to seek help). General Countermeasures a. Install/upgrade roadway lighting. b. Increase police surveillance. c. Provide motorist assistance program. d. Educate drivers on what to do if a vehicle is disabled. Possible Cause/Problem #2 Pedestrians routinely cross section of expressway. 11. Backing Vehicle The pedestrian was struck by a backing vehicle on a street, in a driveway, on a sidewalk, in a parking lot, or at another location. Possible Cause/Problem #1 Pedestrian struck by backing vehicle. General Countermeasures a. Enhance pedestrian education. b. Enhance motorist education. c. Provide auditory backing alert on vehicle. d. Eliminate, modify, or relocate parking if feasible. e. Remove unneeded driveways and alleys. f. Remove landscaping or other sight obstruction near driveways. g. Provide clearly delineated walkways for pedestrians in parking lots. h. Relocate pedestrian walkways. i. Improve nightime lighting. j. Provide raised pedestrian crossings or curb extensions to improve the visibility of pedestrians to backing motorists. 38 General Countermeasures a. Provide sidewalk or walkway. b. Add adequate planting strip or sidewalk separation. c. Remove sight obstructions (e.g., trim hedges or lower fencing). d. Maintain level sidewalks across driveways or alleys. e. Narrow driveways and reduce turning radii. f. Provide clear walking path across driveway. g. Remove unneeded driveways and alleys. h. Provide advance warning signs for drivers. General Countermeasures a. Install large, visible pedestrian warning signs. b. Install/upgrade nighttime lighting. c. Provide pedestrian overpass/underpass. d. Install pedestrian fencing or barriers along roadway right-of-way e. Increase police surveillance. 13. Miscellaneous This category includes all other pedestrian crash types, such as: intentional crashes, driverless vehicle, a secondary crash after a vehicle/vehicle collision, a pedestrian struck by falling cargo, emergency vehicle striking a pedestrian, a pedestrian standing or lying in the road, or other/unknown circumstances. The information described above on pedestrian crash groups is referenced in the next chapter for selecting corresponding pedestrian safety improvements.
Traffic and safety engineers are faced with the on-going challenge of maintaining acceptable leve... more Traffic and safety engineers are faced with the on-going challenge of maintaining acceptable levels of safety on the roads and streets under their jurisdictions. Generally, this challenge is major in scope and critical in terms of the societal costs of injuries and deaths on the highway system. Public agency efforts are often constrained by limited monetary, equipment, and manpower resources. Thus, it becomes important for traffic and safety engineers to maximize the effectiveness with which they analyze and remedy hazardous locations. This paper describes the application of a microcomputer as a tool for the evaluation and selection of countermeasures related to alleviating or minimizing accidents involving utility poles.
The purpose of this analysis was to field test the most promising countermeasures for right-turn-... more The purpose of this analysis was to field test the most promising countermeasures for right-turn-on-red (RTOR) accidents that involve pedestrians under various site conditions. Seven countermeasures were field tested at 34 intersection approaches in six u.s. cities. Various types of conflicts and violations were used as measures of effectiveness, including RTOR-related events and total (RTOR plus right-turn-on-green) events. The z-test for proportions was applied to determine the effectiveness of countermeasures. In summary, the red ball NO TURN ON RED (NTOR) sign is more effective than the standard black and white N'l'OH sign, and it is r ecomrnended that it be added to the Manual on qn iform Traffic Control Devices. The offset stop bar improved motorist compliance and reduced conflicts with cross-street traffic and is recommended for use on multilane approaches under some conditions. The electronic• NTOR blank-out sign was slightly more effective, although considerably more costly, than traditional signs. The NO TURN ON RED WHEN PEDESTRIANS ARE PRESENT sign was effective at sites with moderate to low volumes of RTOR vehicles, although the legend is difficult to read when located adjacent to the signal or on the far side of the intersection.
The Highway Safety Information Systems (HSIS) is a multi-State safety data base that contains acc... more The Highway Safety Information Systems (HSIS) is a multi-State safety data base that contains accident, roadway inventory, and traffic volume data for a select group of States. The participating States,
Automated pedestrian detection systems provide the means to detect the presence of pedestrians as... more Automated pedestrian detection systems provide the means to detect the presence of pedestrians as they approach the curb prior to crossing the street, and then these systems call the Walk signal without any action required on the part of the pedestrians. These detectors can also extend the clearance interval in order to allow slower persons to finish crossing. Whether automated pedestrian detectors, when used in conjunction with standard pedestrian push buttons, would result in fewer overall pedestrian-vehicle conflicts and fewer inappropriate crossings (i.e., pedestrians' beginning to cross during a Don't Walk signal) was evaluated. Before and after video data were collected at intersection locations in Los Angeles, California (infrared and microwave), Phoenix, Arizona (microwave), and Rochester, New York (microwave). The results indicated a significant reduction in vehicle-pedestrian conflicts, as well as a reduction in the number of pedestrians beginning to cross during the Don't Walk signal. The differences between microwave and infrared detectors were not significant. Detailed field testing of the microwave equipment in Phoenix revealed that fine-tuning of the detection zone is still needed in order to reduce the number of false calls and missed calls.
support for the project and their assístance in the administrative execution of the project¡ and ... more support for the project and their assístance in the administrative execution of the project¡ and to l{i1lia¡n R. It{cshane of the Polytechníc Institute' who provided some inslghts into the statistical data that were of specía1 value. This document is ¿¡isse¡ninated under the sponsorshlp of the u.S. Departnent of Transportation, the Transportation Research Record 847 New York State Governorrs Traffic Safety Committee, and the New York city Office of Highway safety. The above-mentioned assume no liability for its contents or use thereof. Publìcation of thís pøper sponsored by Committee on Pedestians.
Crash modification factors (CMFs) are listed in the Highway Safety Manual and other authoritative... more Crash modification factors (CMFs) are listed in the Highway Safety Manual and other authoritative publications. This information does not allow the reader to distinguish between the predictions of safety effect that can be made confidently and are likely to lead to correct decisions and those that can easily be wrong. Nor can it be known how transferable past research results are to decisions about future actions to be implemented under different circumstances. The conceptual framework described in this paper aims to provide guidance for research about CMFs and for meta-analyses. The central claim is that CMFs are random variables and are not universal constants that apply everywhere at all times. The smaller the standard deviation of a CMF, the more confident the related decision making can be. Therefore, the aim of research into CMFs is to reduce their standard deviations. Ways to do so efficiently are indicated. The requisite theory and equations are provided.
The purpose of this study was to determine current motorist compliance to RTOR regulations, devel... more The purpose of this study was to determine current motorist compliance to RTOR regulations, develop and field test countermeasures for RTOR pedestrian accidents, and develop improved warrants and guidelines for prohibition of RTOR. Based on data from several U.S. cities, only 3.7 percent of all right turning drivers violate NO TURN ON RED (NTOR) signs. However, of drivers with an opportunity to turn right on red, 20 percent violated the sign. At locations with RTOR allowed, 56.9 percent of motorists do not come to a complete stop before turning right on red. Based on conflict and violation data, 30 countermeasures were developed as possible treatments for RTOR-pedestrian accidents. Seven of these were field tested, including an offset stop bar, a red ball (symbolic) NTOR sign, a larger 30x36-in (75x90-cm) NTOR sign, a LOOK FOR TURNING VEHICLES pavement marking, a NTOR WHEN PEDESTRIANS ARE PRESENT sign, and an electronic variable message (blank-out NTOR sign. Several promising applications for the devices were recommended. A critique was made of the current MUTCD guidelines on RTOR prohibition. Based on an analysis of conflicts at 199 intersection approaches, improved guidelines were recommended. The final report consists of two volumes. Volume I is the Executive Summary and Volume II is the Research Report. This Users Manual was prepared to provide guidance to highway agency officials on techniques to improve pedestrian and motorist safety with respect to RTOR.
ITE 2001 Annual Meeting and ExhibitInstitute of Transportation Engineers (ITE), Aug 1, 2001
Traffic control measures are too often designed with the sole interests of motorists in mind, and... more Traffic control measures are too often designed with the sole interests of motorists in mind, and pedestrians are left to "fend for themselves" on streets with inadequate crossing times, confusing traffic control devices, excessive delays, and construction zones with little or no provisions for those who walk. Some transportation agencies have for years provided for non-motorized as well as motorized road users. However, many more agencies should place greater emphasis and priority on the needs of pedestrians on public streets and highways. This chapter is intended to help engineers and others working on the design of pedestrian facilities to meet the goal of making the public realm a safer and more attractive place to walk.
United States. Federal Highway Administration, 1994
This report has been prepared as part of the 'National Bicycling & Walking Study' man... more This report has been prepared as part of the 'National Bicycling & Walking Study' mandated by the 1991 U.S. Department of Transportation Appropriations Act. It is about enhancing the travel options of bicycling and walking. The study aims to increase the use of these two travel modes by developing a plan for making bicycling and walking safer and more appealing modes of personal transportation. The document presents a plan of action for activities at the federal, state, and local levels for meeting the goals of doubling the current percentage of total trips made by bicycling and walking (from 7.9% to 15.8%), and reducing by 10% the number of bicyclists and pedestrians killed or injured in traffic crashes. This report draws upon all of the work completed to date in outlining an action plan to promote bicycling and walking as viable transportation options. A Federal Action Plan is presented along with actions necessary to achieve the safety objective and doubling the percentage of trips made by bicycling and walking. Separate chapters discuss the Action Plans and Programs at the state and local levels including examples of successful programs. The concept of "institutionalization" is discussed along with indicators of institutionalization and the need for actions that institutionalize bicycling and walking into the Nation's transportation system at the federal, state, and local levels. The vision of this program is a nation of travelers with new opportunities to walk or ride a bicycle as part of their everyday life, and a transportation system that provides new levels of personal mobility at modest cost while encouraging cleaner air and healthier populace,
The National Bicycling and Walking Study was mandated by the 1991 U.S. DOT Appropriations Act. Th... more The National Bicycling and Walking Study was mandated by the 1991 U.S. DOT Appropriations Act. The Study was initiated in early 1991. A working group within the U.S. DOT--including representatives from the Federal Highway Administration, the National Highway Traffic Safety Administration, the Federal Transit Administration, and the Office of the Secretary of Transportation--was established to provide direction to the Study. The purpose of this report is to recommend a plan of action for achieving the Study goals of doubling the percentage of bicycling and walking trips, while decreasing by 10 percent the number of crash-related injuries and deaths. Chapter 1 summarizes the Study goals, discusses the Study background, and outlines the contents of this report. Chapter 2 looks at current levels of bicycling and walking, the potential for increased use, and the benefits of these changes. Chapter 3 presents an action plan for programs and activities at the national level, and Chapters 4 ...
The purpose of this study was to determine the cost-effectiveness of alternative utility pole tre... more The purpose of this study was to determine the cost-effectiveness of alternative utility pole treatments. The study involved a large-scale data-collection and analysis effort to quantify benefits and costs associated with the following countermeasures: (a) placement of utility lines underground, (b) relocation of poles further from the roadway, (c) reducing the number of poles, (d) combinations of pole relocation and reducing pole density, and (e) use of breakaway poles. Expected accident benefits were computed for various countermeasures based on an in-depth analysis of accident and roadway data in four states. Countermeasure costs were obtained from telephone and electric utility companies around the country. Placing the utility lines underground and pole relocation were found to be cost effective for telephone and electric distribution lines for a variety of traffic and roadway conditions. Reducing pole density through multiple pole use was also cost effective in some instances, ...
A countdown signal displays the number of seconds left until the steady Don’t Walk phase appears ... more A countdown signal displays the number of seconds left until the steady Don’t Walk phase appears and opposing traffic receives a green light. A pedestrian who has just arrived in the queuing area can use this information to decide whether to start crossing. A person who is in the crosswalk when the flashing Don’t Walk interval appears can see the number of seconds remaining before the cross traffic gets a green light. This may reduce the likelihood that a person is still in the intersection when the light changes. The objective of this study was to evaluate the effects of countdown signals at intersections in Lake Buena Vista, Florida. A “treatment ” and “control ” study design was used: countdown signals at two intersections were matched with three control intersections that were similar but did not have countdown signals. The countdown signals were evaluated according to three measures of effectiveness: 1. Pedestrian compliance with the Walk signal 2. Pedestrians who ran out of ti...
This I'C!pon provides suggestions and guidelines for the planning and design of local pedestrian ... more This I'C!pon provides suggestions and guidelines for the planning and design of local pedestrian facilities. These guidelines are intended to assist local planners, pedestrian coordinators. and traffic engineers in enhancing the safety and pedestrian.friendliness of local streets and highways through actions such as sidewalk additions or crosswalk improvements to existing roadways, and incorporaring the best pracciĩ nto the design of new roadways. This document is provided to North Carolina localities as a tool for information exchange and planning purposes only. It reflects the views of its authors and is not necessarily the official policy or practice of the North Carolina Deparoncnt of Transponation. Further, this document does not constitute the promulgation of standards, specifications or regulations. However. AASHTO. MUTeD, and ITE pedestrian guidelines are followed where applicable and appropriate. It is not intended that these guidelines cover all the different factors that must be taken into account in selecting the most effective design or traffic control device for a given situation. The NC DOT assumes no liability for the contenu or use of this manual. Judgment by trained engineers with a knowledge of the local conditions is needed to select the optimal pedestrian facility, design feature or traffic control device. This report provides suggestions and guidelines for the planning and design of local pedestrian facilities.
Ability of various truck configurations to negotiate rural roads with restrictive geometry was ex... more Ability of various truck configurations to negotiate rural roads with restrictive geometry was examined in addition to effects of such trucks on traffic operations and safety. Truck sizes included truck-tractor semitrailers with trailer lengths of 40, 45, and 48 ft (i.e., semi-40, semi-45, and semi-48) and twin-trailer combinations with 28-ft trailers (i.e., twins or double 28). Test sites consisted of approximately 60 mi of rural, two-lane roads in New Jersey and California with a variety of lane widths, shoulder widths, and horizontal and vertical alignment. Field testing involved following control trucks of each truck type along the selected routes. Photographic and radar equipment were used in a data collection caravan to measure the effects of the trucks on oncoming vehicles in terms of speed changes and lateral placement changes. Statistical testing was used to compare operational differences between various truck types for specific geometric conditions. Results showed that se...
Traffic and safety engineers are faced with the on-going challenge of maintaining acceptable leve... more Traffic and safety engineers are faced with the on-going challenge of maintaining acceptable levels of safety on the roads and streets under their jurisdictions. Generally, this challenge is major in scope and critical in terms of the societal costs of injuries and deaths on the highway system. Public agency efforts are often constrained by limited monetary, equipment, and manpower resources. Thus, it becomes important for traffic and safety engineers to maximize the effectiveness with which they analyze and remedy hazardous locations. This paper describes the application of a microcomputer as a tool for the evaluation and selection of countermeasures related to alleviating or minimizing accidents involving utility poles.
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Papers by Charles Zegeer