How-to-Develop a Pedestrian Safety Action Plan
Engineering Strategies Hillary Isebrands, PE FHWA Resource Center Safety Specialist Michael Moule, PE, TE, PTOE Principal Transportation Engineer, Nelson\Nygaard Consulting Associates, Inc. Engineering: Learning Objectives
At the end of this module, you should be able to: ÖDescribe effective engineering strategies and how to integrate them into your Pedestrian Safety Action Plan
How to Develop a Pedestrian Safety Action Plan 6‐2 — Engineering Strategies Engineering: Subjects Covered
ÖWalking along the road: the effectiveness of sidewalks and shoulders ÖStreet crossings: human behavior, midblock crossings, crosswalks, medians, signals ÖPedestrian‐friendly intersection design: geometry, corner radii, curb extensions, islands ÖSignals: how to make them work for pedestrians ÖTransit: stop locations & ped crossings ÖRoad diets: creating room for pedestrians
How to Develop a Pedestrian Safety Action Plan 6‐3 — Engineering Strategies Countermeasures for Walking Along the Road Crashes
How to Develop a Pedestrian Safety Action Plan 6‐4 — Engineering Strategies Rural Environments: Paved Shoulders
Crash Reduction Factor (CRF) = 70% 6’ width preferred for effectiveness Benton Co OR
How to Develop a Pedestrian Safety Action Plan 6‐5 — Engineering Strategies Urban/suburban Environments: Sidewalks
CRF = 88% Salem OR
How to Develop a Pedestrian Safety Action Plan 6‐6 — Engineering Strategies Reno NV
Buffer sidewalks with planter strip/furniture zone: Ö Space for trees and street furniture Ö Easy to meet ADA at driveways and curb ramps Ö More pleasant to walk on.
How to Develop a Pedestrian Safety Action Plan 6‐7 — Engineering Strategies Henderson, NV
5 feet needed for two people to walk comfortably side‐by‐side (or to pass each other)
How to Develop a Pedestrian Safety Action Plan 6‐8 — Engineering Strategies Casper WY
Mountable curbs are not appropriate on local streets
How to Develop a Pedestrian Safety Action Plan 6‐9 — Engineering Strategies Sidewalk Corridors―The Zone System
The sidewalk corridor extends from the edge of roadway to the right‐of‐way and is divided into 4 zones: Ö Curb zone Ö Furniture zone Ö Pedestrian zone Ö Frontage zone
How to Develop a Pedestrian Safety Action Plan 6‐10 — Engineering Strategies The Zone System – Residential Street
Street
Parking Furniture Pedestrian Zone Zone
How to Develop a Pedestrian Safety Action Plan 6‐11 — Engineering Strategies The Zone System – Commercial Street
Street
Parking
Pedestrian Furniture Zone Zone
Washington DC
How to Develop a Pedestrian Safety Action Plan 6‐12 — Engineering Strategies Driveways Driveways are the source of most conflicts with motor vehicles on sidewalks
How to Develop a Pedestrian Safety Action Plan 6‐13 — Engineering Strategies Driveways built like intersections encourage high-speed turns
How to Develop a Pedestrian Safety Action Plan 6‐14 — Engineering Strategies Driveways built like driveways encourage slow-speed turns
How to Develop a Pedestrian Safety Action Plan 6‐15 — Engineering Strategies Separated sidewalk keeps sidewalk level at driveways
Salem OR
How to Develop a Pedestrian Safety Action Plan 6‐16 — Engineering Strategies ADA Requirements For Sidewalks Well‐designed sidewalks meet ADA: Ö Sidewalks should be clear of obstructions: 3’ min clearance, 4’ proposed Ö Sidewalk should have smooth surface Ö Sidewalk should be at 2% max cross‐ slope including at driveways
The zone system creates a safer and more pleasant place to walk, and makes it easier to meet ADA requirements.
How to Develop a Pedestrian Safety Action Plan 6‐17 — Engineering Strategies Countermeasures for Crossing Crashes
How to Develop a Pedestrian Safety Action Plan 6‐18 How to Develo— Engineeringp a Pedestrian Strategies Safety Action Plan7-18 – Crossing Crashes: Speed Matters
Speed Affects: 1. Drivers’ field of vision & ability to see pedestrians 2. Drivers’ ability to react and avoid a crash 3. Crash Severity
How to Develop a Pedestrian Safety Action Plan 6‐19 — Engineering Strategies As speed increases, driver focuses less on surroundings
How to Develop a Pedestrian Safety Action Plan 6‐20 — Engineering Strategies As speed increases, driver focuses less on surroundings
How to Develop a Pedestrian Safety Action Plan 6‐21 — Engineering Strategies As speed increases, driver focuses less on surroundings
How to Develop a Pedestrian Safety Action Plan 6‐22 — Engineering Strategies As speed increases, driver focuses less on surroundings
How to Develop a Pedestrian Safety Action Plan 6‐23 — Engineering Strategies Speed Affects Crash Avoidance
High speeds equate to greater reaction and stopping distance
How to Develop a Pedestrian Safety Action Plan 6‐24 — Engineering Strategies Speed Affects Crash Avoidance
High speeds lead to greater chance of serious injury & death
How to Develop a Pedestrian Safety Action Plan 6‐25 — Engineering Strategies Crosswalks Crosswalks are provided to indicate to pedestrians where to cross and to indicate to drivers where to expect pedestrians
How to Develop a Pedestrian Safety Action Plan 6‐26 — Engineering Strategies Results of Most Recent Crosswalk Safety Study (Zegeer et al 2002)
Marked (alone) vs. Unmarked Analysis Ö Two‐lane roads: No significant difference in crash rates Ö Multilane roads (3 or more lanes) Under 12,000 ADT: no significant difference in crash rates Over 12,000 ADT w/ no median: crash rate for marked > unmarked Over 15,000 ADT & w/ median: crash rate for marked > unmarked Ö Pedestrians are not less vigilant in marked crosswalks: Looking behavior increased after crosswalks installed
How to Develop a Pedestrian Safety Action Plan 6‐27 — Engineering Strategies One explanation of higher crash rate at marked crosswalks: multiple-threat crash
1st car stops too close, masks visibility for driver in 2nd lane Solution: advance stop bar (comes later…)
How to Develop a Pedestrian Safety Action Plan 6‐28 — Engineering Strategies Study Recommendations 1. OK to mark crosswalks on 2‐lane roadways 2. On multi‐lane roadways, marked crosswalks alone are not recommended on roadways with: ADT > 12,000 w/o median ADT > 15,000 w median* Speeds greater than 40 mph 3. Use raised medians to reduce risk 4. Signals or other treatments should be considered where many young and/or elderly pedestrians * Note: effect of advance stop bar not studied (none at any observed sites)
How to Develop a Pedestrian Safety Action Plan 6‐29 — Engineering Strategies Increase Effectiveness Of Crosswalks With:
ÖProper location ÖHigh Visibility Markings ÖIllumination ÖSigning ÖAdvance Stop Bars ÖMedian Islands ÖCurb Extensions ÖSignals
How to Develop a Pedestrian Safety Action Plan 6‐30 — Engineering Strategies Marked crosswalks must be visible to the DRIVER
What the pedestrian sees Atlanta GA
How to Develop a Pedestrian Safety Action Plan 6‐31 — Engineering Strategies Marked crosswalks must be visible to the DRIVER
What the driver sees (same crosswalk) Atlanta GA
How to Develop a Pedestrian Safety Action Plan 6‐32 — Engineering Strategies Crosswalk Visibility
Crosswalk Marking Types
How to Develop a Pedestrian Safety Action Plan 6‐33 — Engineering Strategies Place longitudinal markings to avoid wheel tracks, reducing wear & tear & maintenance
Sweet Home OR
How to Develop a Pedestrian Safety Action Plan 6‐34 — Engineering Strategies Tampa FL
R1-6 R1-6a
MUTCD signs Yield or Stop depends on state law
In-street pedestrian crossing signs
How to Develop a Pedestrian Safety Action Plan 6‐35 — Engineering Strategies Rectangular Rapid Flash LED Beacon
Ö Not in MUTCD — received Interim approval from FHWA in July 2008 Ö Studies indicate motorist yield rates increased from about 20% to 80% Ö Beacon is yellow, rectangular, and has a rapid “wig‐wag” flash Ö Beacon located between the warning sign and the arrow plaque Ö Must be pedestrian activated (pushbutton or passive)
Coconut Grove FL
How to Develop a Pedestrian Safety Action Plan 6‐36 — Engineering Strategies Advance Stop or Yield Line: Reduces Multiple‐threat Crashes
How to Develop a Pedestrian Safety Action Plan 6‐37 — Engineering Strategies Multiple Threat Crash Problem
1st car stops to let pedestrian cross, blocking sight lines 2nd doesn’t stop, hits pedestrian at high speed.
How to Develop a Pedestrian Safety Action Plan 6‐38 — Engineering Strategies Multiple Threat Crash Solution Advance stop/yield line 1st car stops further back; opening up sight lines 2nd car can be seen by pedestrian
How to Develop a Pedestrian Safety Action Plan 6‐39 — Engineering Strategies R1‐5 R1‐5a (Use where local law says yield to pedestrians) R1‐5b R1‐5c (Use where local law says stop for pedestrians)
How to Develop a Pedestrian Safety Action Plan 6‐40 — Engineering Strategies Milwaukee WI
Advanced yield line (shark’s teeth) & sign
How to Develop a Pedestrian Safety Action Plan 6‐41 — Engineering Strategies Portland OR
Advanced stop line and sign
How to Develop a Pedestrian Safety Action Plan 6‐42 — Engineering Strategies Raised Medians And Islands Reduce Pedestrian Crashes:
At marked crosswalks CRF = 46% At unmarked crosswalks CRF = 39%
How to Develop a Pedestrian Safety Action Plan 6‐43 — Engineering Strategies Continuous raised median – Basic Principle Breaks long complex crossing into two simpler crossings
How to Develop a Pedestrian Safety Action Plan 6‐44 — Engineering Strategies Eugene OR
Medians make random crossings safer
How to Develop a Pedestrian Safety Action Plan 6‐45 — Engineering Strategies Crossing island at marked crosswalk - Same Principle Breaks long complex crossing into two simpler crossings
How to Develop a Pedestrian Safety Action Plan 6‐46 — Engineering Strategies Asheville NC
Islands improve safety at designated crosswalks
How to Develop a Pedestrian Safety Action Plan 6‐47 — Engineering Strategies Pedestrian Signal
How to Develop a Pedestrian Safety Action Plan 6‐48 — Engineering Strategies Washington DC
Provide a HOT response Otherwise pedestrians won't wait for the light
How to Develop a Pedestrian Safety Action Plan 6‐49 — Engineering Strategies Pedestrian Signal 2‐stage crossing increases effectiveness and disrupts traffic less
How to Develop a Pedestrian Safety Action Plan 6‐50 — Engineering Strategies 1. Ped pushes button, waits, crosses to island
How to Develop a Pedestrian Safety Action Plan 6‐51 — Engineering Strategies 2. Ped crosses to island, proceeds to 2nd button
How to Develop a Pedestrian Safety Action Plan 6‐52 — Engineering Strategies 3. Ped on island – pushes button to finish crossing
How to Develop a Pedestrian Safety Action Plan 6‐53 — Engineering Strategies Countermeasures for Intersection Crashes
How to Develop a Pedestrian Safety Action Plan 6‐54 — Engineering Strategies Characteristics To Make Intersections Safer For Pedestrians
Pedestrian‐friendly intersections are: ÖTight ÖSimple ÖSquare ÖSlow speed ÖEasy to understand If complex, broken into smaller steps ÖAvoid free‐flow movements
How to Develop a Pedestrian Safety Action Plan 6‐55 — Engineering Strategies Curb radius – small radii are safer for pedestrians Large corner radii: Ö Increase crossing distance, Ö Make crosswalk & ramp placement more difficult Ö Allow high‐speed turns by cars
How to Develop a Pedestrian Safety Action Plan 6‐56 — Engineering Strategies Canyonville OR
Must consider large vehicles, but don’t choose larger design vehicle than necessary
How to Develop a Pedestrian Safety Action Plan 6‐57 — Engineering Strategies Curb extensions Most focus has been on reducing crossing distance
How to Develop a Pedestrian Safety Action Plan 6‐58 — Engineering Strategies Curb extensions Most focus has been on reducing crossing distance
Other advantages ÖBetter visibility (both ways) ÖTraffic calming ÖRoom for street furniture Curb extensions should be the width of the parking lane and not encroach on bike lanes or travel lanes
How to Develop a Pedestrian Safety Action Plan 6‐59 — Engineering Strategies Pedestrians wait where they can see, in front of parked cars
Curb ext. places pedestrian where he can see and be seen
How to Develop a Pedestrian Safety Action Plan 6‐60 — Engineering Strategies Islands at Intersections
Benefits: ÖSeparate conflicts and decision points ÖReduce crossing distance ÖImprove signal timing ÖReduce crashes
How to Develop a Pedestrian Safety Action Plan 6‐61 — Engineering Strategies Right-Turn Slip Lane: Design for pedestrians
Tighter angle 55 to 60 degree angle between vehicle flows.
Old Way New proposal
High speed, head turner, Slower vehicle speeds, good angle, low visibility of pedestrians good visibility of pedestrians
How to Develop a Pedestrian Safety Action Plan 6‐62 — Engineering Strategies Countermeasures for Signalized Intersection Crashes
How to Develop a Pedestrian Safety Action Plan 6‐63 — Engineering Strategies Fredericksburg VA
Ped head should be placed here:
Pedestrian signals should be provided, otherwise pedestrians don’t know when to cross
How to Develop a Pedestrian Safety Action Plan 6‐64 — Engineering Strategies Fredericksburg VA Ped head placement: close to crosswalk, visible to pedestrians, especially with long crosswalk
Height: 7’ – 10’
Place ped head here, not here
Poor example Good example
How to Develop a Pedestrian Safety Action Plan 6‐65 — Engineering Strategies Reno NV
Pedestrian count-down signal tells pedestrians how much crossing time is left. 25% CRF in San Francisco
How to Develop a Pedestrian Safety Action Plan 6‐66 — Engineering Strategies Proper Push-button Placement
The MUTCD recommends these dimensions
How to Develop a Pedestrian Safety Action Plan 6‐67 — Engineering Strategies Protected-Only Left Turn Phasing
CRF up to 70%
How to Develop a Pedestrian Safety Action Plan 6‐68 — Engineering Strategies Permissive Left Turns
Pedestrians cross at same time as left‐turning car; Drivers turning left on a green ball don’t look for pedestrians.
How to Develop a Pedestrian Safety Action Plan 6‐69 — Engineering Strategies Permissive Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐70 — Engineering Strategies Permissive Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐71 — Engineering Strategies Permissive Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐72 — Engineering Strategies Protected Left Turns
Pedestrians cross after left‐turning car, with thru‐traffic; Pedestrian and car not in conflict
How to Develop a Pedestrian Safety Action Plan 6‐73 — Engineering Strategies Protected Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐74 — Engineering Strategies Protected Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐75 — Engineering Strategies Protected Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐76 — Engineering Strategies Protected/permissive Left Turns
Pedestrians cross after most left‐ turning cars (protected phase); Pedestrian and remaining cars are in conflict (permissive phase)
How to Develop a Pedestrian Safety Action Plan 6‐77 — Engineering Strategies Protected/permissive Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐78 — Engineering Strategies Protected/permissive Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐79 — Engineering Strategies Protected/permissive Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐80 — Engineering Strategies Protected/permissive Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐81 — Engineering Strategies Protected/permissive Left Turns
How to Develop a Pedestrian Safety Action Plan 6‐82 — Engineering Strategies Protected/permissive Left Turns: Solutions
1. Provide protected‐permissive phasing by default, but revert to protected‐only when pedestrian button is pushed
How to Develop a Pedestrian Safety Action Plan 6‐83 — Engineering Strategies Protected/permissive Left Turns: Solutions
1. Provide protected‐permissive phasing by default, but revert to protected‐only when pedestrian button is pushed
2. Flashing left Yellow Arrow during steady green ball warns drivers: yield to pedestrians and oncoming vehicles (details next)
How to Develop a Pedestrian Safety Action Plan 6‐84 — Engineering Strategies Portland OR Use Short Signal Cycle Length
Long wait causes stacking: pedestrians wait in street, or don’t wait and cross against the signal
How to Develop a Pedestrian Safety Action Plan 6‐85 — Engineering Strategies Salem OR
At high‐use crosswalks, pedestrians should get a signal at every cycle
How to Develop a Pedestrian Safety Action Plan 6‐86 — Engineering Strategies Set pedestrian signal to recall to “Walk” when major street is set to recall to green
How to Develop a Pedestrian Safety Action Plan 6‐87 — Engineering Strategies LPI LPI = Lead Pedestrian Interval LPI gives pedestrians a head start Looks like a regular signal to drivers
How to Develop a Pedestrian Safety Action Plan 6‐88 — Engineering Strategies Salem OR
LPI : WALK comes on 3 seconds prior to the vehicular green; pedestrians can enter crosswalk before turning vehicles arrive there.
How to Develop a Pedestrian Safety Action Plan 6‐89 — Engineering Strategies Pasadena CA
Exclusive Pedestrian Phase (Barnes Dance)
Exclusive pedestrian phase increases safety but increases delay for all including pedestrians
How to Develop a Pedestrian Safety Action Plan 6‐90 — Engineering Strategies Transit ÖEnsure transit stops are convenient and accessible; ÖEnsure users can safely cross the street at transit stops. ÖMany pedestrian crashes are associated with transit Ö“Every transit stop is a pedestrian crossing location”
How to Develop a Pedestrian Safety Action Plan 6‐91 — Engineering Strategies Road Diets
How to Develop a Pedestrian Safety Action Plan 6‐92 — Engineering Strategies “Classic Road Diet”
4 to 3 lanes
San Antonio TX
How to Develop a Pedestrian Safety Action Plan 6‐93 — Engineering Strategies Seattle WA
Median On‐street parking
Bike Lanes
Center Turn‐Lane
Road diets: reclaim street space for other uses
How to Develop a Pedestrian Safety Action Plan 6‐94 — Engineering Strategies Charlotte NC
Before
Reclaiming road space creates room for ped islands
How to Develop a Pedestrian Safety Action Plan 6‐95 — Engineering Strategies Charlotte NC
Concept
Reclaiming road space creates room for ped islands
How to Develop a Pedestrian Safety Action Plan 6‐96 — Engineering Strategies Charlotte NC
After
Reclaiming road space creates room for ped islands
How to Develop a Pedestrian Safety Action Plan 6‐97 — Engineering Strategies Road Diets
This space was recaptured from a 4th travel lane Portland OR
How to Develop a Pedestrian Safety Action Plan 6‐98 — Engineering Strategies Benefits of Road Diets for Pedestrians
Ö Reduces crossing distance Ö Reduces “multiple threat” crash types Ö Provides room for crossing island to break crossing into 2 simpler crossings Ö Reduces top end travel speeds Ö Buffers sidewalk from travel lanes (parking or bike lane) Ö Reclaims street space for “higher and better use” than moving peak hour traffic
How to Develop a Pedestrian Safety Action Plan 6‐99 — Engineering Strategies Engineering Strategies Summary:
Ö Sidewalks reduce walking along the road crashes Ö Human behavior must be considered when choosing street solutions Ö Street crossing solution include crosswalks, medians, signals Ö Pedestrian‐friendly intersections depend on good geometry, tight corner radii, curb extensions, islands Ö Signals can be improved for pedestrians Ö Road diets create safer conditions for pedestrians
How to Develop a Pedestrian Safety Action Plan 6‐100 — Engineering Strategies Engineering: Learning Objectives
You should be able to: ÖDescribe effective engineering strategies and how to integrate them into your Pedestrian Safety Action Plan
How to Develop a Pedestrian Safety Action Plan 6‐101 — Engineering Strategies Questions?
How to Develop a Pedestrian Safety Action Plan 6‐102 — Engineering Strategies