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Pedestrian Crossing Treatments
PEDESTRIAN CROSSING TREATMENTS BEST PRACTICES Presented by: Doug Enderson, P.E., PTOE Cody Salo, P.E. 1 PRESENTER INTRODUCTIONS Doug Enderson, P.E., PTOE Cody Salo, P.E. Ped Crossing Experience: Ped Crossing Experience: • ADA Design-Build • RRFB • ADA Inventory & Retrofit • HAWK • RRFB • Accessible Signal Upgrades • HAWK • ADA Transition Plans • Equestrian Signal Design • Pedestrian Bridges • Accessible Signal Upgrades • Bulb-Outs • Bulb-Outs • ADA Training • Shared Use Paths • Shared Use Paths 2 THE AGENDA 1. Regulations & Policies 2. Pedestrian Crossing Elements 3. Crossing Treatments 4. Funding Options 5. Questions DISCLAIMER IMAGES, PROJECTS, and EXAMPLES have been sourced from many various locations/entities. WE ARE NOT CLAIMING THESE AS OUR OWN! 3 REGULATIONS & POLICY Manual on Uniform Traffic Control Devices (MUTCD) ! National standards governing all traffic control devices ! Two revisions accepted in 2012 ! Ensures uniformity of TC devices 4 REGULATIONS & POLICY Americans with Disabilities Act (ADA) 1990 ! Prohibits discrimination on the basis of disability by public entities (Title II). ! All publicly-owned intersections/facilities must comply with: " Americans with Disabilities Act Accessibility Guidelines (ADAAG) (Title III) Entities may choose to comply with… " Public Rights-of-Way Accessibility Guidelines (PROWAG) 5 REGULATIONS & POLICY A public entity shall: Evaluate its current services, policies,and practices, and the effects thereof, that do not or may not meet the“ requirements“ …Identify physical obstacles in the public -
Module 6. Hov Treatments
Manual TABLE OF CONTENTS Module 6. TABLE OF CONTENTS MODULE 6. HOV TREATMENTS TABLE OF CONTENTS 6.1 INTRODUCTION ............................................ 6-5 TREATMENTS ..................................................... 6-6 MODULE OBJECTIVES ............................................. 6-6 MODULE SCOPE ................................................... 6-7 6.2 DESIGN PROCESS .......................................... 6-7 IDENTIFY PROBLEMS/NEEDS ....................................... 6-7 IDENTIFICATION OF PARTNERS .................................... 6-8 CONSENSUS BUILDING ........................................... 6-10 ESTABLISH GOALS AND OBJECTIVES ............................... 6-10 ESTABLISH PERFORMANCE CRITERIA / MOES ....................... 6-10 DEFINE FUNCTIONAL REQUIREMENTS ............................. 6-11 IDENTIFY AND SCREEN TECHNOLOGY ............................. 6-11 System Planning ................................................. 6-13 IMPLEMENTATION ............................................... 6-15 EVALUATION .................................................... 6-16 6.3 TECHNIQUES AND TECHNOLOGIES .................. 6-18 HOV FACILITIES ................................................. 6-18 Operational Considerations ......................................... 6-18 HOV Roadway Operations ...................................... 6-20 Operating Efficiency .......................................... 6-20 Considerations for 2+ Versus 3+ Occupancy Requirement ............. 6-20 Hours of Operations .......................................... -
Pedestrian Crossings: Uncontrolled Locations
Pedestrian Crossings: Uncontrolled Locations CENTER FOR TRANSPORTATION STUDIES Pedestrian Crossings: Uncontrolled Locations June 2014 Published By Minnesota Local Road Research Board (LRRB) Web: www.lrrb.org MnDOT Office of Maintenance MnDOT Research Services Section MS 330, 395 John Ireland Blvd. St. Paul, Minnesota 55155 Phone: 651-366-3780 Fax: 651-366-3789 E-mail: [email protected] Acknowledgements The financial and logistical support provided by the Minnesota Local DATA COLLECTION Road Research Board, the Minnesota Department of Transportation (MnDOT), and the Minnesota Local Technical Assistance Program John Hourdos and Stephen Zitzow, University of Minnesota (LTAP) at the Center for Transportation Studies (CTS), University of PRODUCTION Minnesota for this work is greatly acknowledged. Research, Development, and Writing: Bryan Nemeth, Ross Tillman, The procedures presented in this report were developed based on infor- Jeremy Melquist, and Ashley Hudson, Bolton & Menk, Inc. mation from previously published research studies and reports and newly collected field data. Editing: Christine Anderson, CTS The authors would also like to thank the following individuals and orga- Graphic Design: Abbey Kleinert and Cadie Wright Adikhary, CTS, and nizations for their contributions to this document. David Breiter, Bolton & Menk, Inc. TECHNICAL ADVISORY PANEL MEMBERS Tony Winiecki , Scott County Pete Lemke, Hennepin County Kate Miner, Carver County Tim Plath, City of Eagan Mitch Rasmussen, Scott County Jason Pieper, Hennepin County Mitch Bartelt, MnDOT This material was developed by Bolton & Menk, Inc., in coordination with the Minne- Melissa Barnes, MnDOT sota Local Road Research Board for use by practitioners. Under no circumstances shall Tim Mitchell, MnDOT this guidebook be sold by third parties for profit. -
"2. Sidewalks". "Boston Complete Streets Design Guide."
Sidewalk Zone Widths The width of the sidewalk contributes to the degree of When making decisions for how to allocate sidewalk space, comfort and enjoyment of walking along a street. Narrow the following principles should be used: sidewalks do not support lively pedestrian activity, and may create dangerous conditions where people walk in the Frontage Zone street. Typically, a five foot wide Pedestrian Zone supports > The Frontage Zone should be maximized to provide space two people walking side by side or two wheel chairs passing for cafés, plazas, and greenscape elements along build- each other. An eight foot wide Pedestrian Zone allows two ing facades wherever possible, but not at the expense of pairs of people to comfortably pass each other, and a ten reducing the Pedestrian Zone beyond the recommended foot or wider Pedestrian Zone can support high volumes of minimum widths. pedestrians. Pedestrian Zone Vibrant sidewalks bustling with pedestrian activity are not > The Pedestrian Zone should be clear of any obstructions only used for transportation, but for social walking, lingering, including utilities, traffic control devices, trees, and furniture. and people watching. Sidewalks, especially along Downtown When reconstructing sidewalks and relocating utilities, all Commercial, Downtown Mixed-Use, and Neighborhood Main utility access points and obstructions should be relocated Streets, should encourage social uses of the sidewalk realm outside of the Pedestrian Zone. by providing adequate widths. > While sidewalks do not need to be perfectly straight, the SIDEWALKS Pedestrian Zone should not weave back and forth in the When determining sidewalk zone widths, factors to consider right-of-way for no other reason than to introduce curves. -
The Effects of Roundabouts on Pedestrian Safety
The Effects of Roundabouts on Pedestrian Safety Prepared for The Southeastern Transportation Center University of Tennessee – Knoxville Knoxville, Tennessee Prepared by John R. Stone, Ph.D KoSok Chae & Sirisha Pillalamarri Department of Civil Engineering North Carolina State University Raleigh, NC 27695-7908 Funded by The Southeastern Transportation Center With a Grant from The University Transportation Centers Program U.S. Department of Transportation August 2002 NCSU Preface This project examines the safety aspects of modern roundabouts with respect to pedestrians. Since the emergence of modern roundabouts in the US, safety has been recognized as a major concern for the effectiveness of roundabout performance. Pedestrians may be more prone to unsafe crossings at roundabouts due to new geometries, signalization (or lack of it), right of way assignments for pedestrians and vehicles, and visual and auditory cues. This project documents case study, statistical, and simulation analyses regarding pedestrian safety at roundabouts. The results suggest that roundabouts are safe with respect to pedestrians. This report includes the following topics: • literature review summarizing international and US experience with roundabouts and pedestrians, • alternative research approaches, • case study analysis of a candidate roundabout intersection in Raleigh, NC, • statistical analysis for pedestrian crashes at the case study intersection, and • simulation of the case study intersection vehicle and pedestrian movements with the original intersection and with the candidate roundabout. Copies of the report are available from the Southeastern Transportation Center, University of Tennessee – Knoxville. We hope that the results of this research will continue to prove valuable to the roundabout community. i NCSU Acknowledgements The faculty and students who worked on this project gratefully appreciate the financial support of a “seed grant” from the Southeastern Transportation Center at the University of Tennessee-Knoxville under the auspices of the USDOT University Centers Program. -
PLANNING and DESIGNING for PEDESTRIANS Table of Contents
PLANNING AND DESIGNING FOR PEDESTRIANS Table of Contents 1. Executive Summary ................................................................1 1.1 Scope of Guidelines.............................................................................. 2 1.2 How the Pedestrian-Oriented Design Guidelines Can be Used........ 5 1.3 How to Use the Chapters and Who Should Use Them ...................... 6 2. Pedestrian Primer ...................................................................9 2.1 What is Pedestrian-Oriented Design? ................................................. 9 2.2 Link Between Land Use and Transportation Decisions .................. 10 2.3 Elements of a Walkable Environment ............................................... 11 2.4 What Kind of Street Do You Have and What Kind Do You Want?... 12 2.4.1 "Linear" and "Nodal" Structures .......................................................................... 12 2.4.2 Interconnected or Isolated Streets ....................................................................... 14 2.4.3 Street Rhythm......................................................................................................... 15 2.4.4 "Seams" and "Dividers" ........................................................................................ 16 3. Community Structure and Transportation Planning.........17 3.1 Introduction ......................................................................................... 17 3.2 Land Use Types and Organization..................................................... 18 -
Won't Crosswalks Make It Safer to Cross Streets?
About Cross Walks: Won’t Crosswalks make it safer to cross streets? A crosswalk is that area of a roadway where pedestrians have the right of way. Crosswalks may be “marked” or “unmarked”. A “marked crosswalk” is any crosswalk which is delineated by painted markings placed on the pavement. All other crosswalk locations are therefore “unmarked”. Under the Arizona Law, crosswalks exist at all intersections, extending across the street from the corner curbs, or on other parts of the street designated as pedestrian crossing locations by the painted lines, unless signed otherwise. Arizona State law states the following in ARS 28-793. Crossing at other than crosswalk A. A pedestrian crossing a roadway at any point other than within a marked crosswalk or within an unmarked crosswalk at an intersection shall yield the right-of-way to all vehicles on the roadway. B. A pedestrian crossing a roadway at a point where a pedestrian tunnel or overhead pedestrian crossing has been provided shall yield the right-of- way to all vehicles on the roadway. C. Between adjacent intersections at which traffic control signals are in operation, pedestrians shall not cross at any place except in a marked crosswalk. Q: Are marked crosswalks safer than unmarked crosswalks? A: The City of San Diego conducted a study on the issue in the 1970's, and the report conclusions are often cited as the first comprehensive study of crosswalk safety. Investigators in San Diego observed over 400 intersections during a five-year study period. The results demonstrated that during the five- year period, 177 pedestrians were hit in 400 marked crosswalks compared to 31 pedestrians hit in 400 corresponding unmarked crosswalks. -
On-Street Pedestrian Surveys of Pedestrian Crossing Treatments
Fitzpatrick, Ullman, Trout 1 On-Street Pedestrian Surveys of Pedestrian Crossing Treatments Kay Fitzpatrick Research Engineer Texas Transportation Institute, 3135 TAMU College Station, TX 77843-3135 phone: 979/845-7321, fax: 979/845-6481 email: [email protected] Brooke Ullman Associate Transportation Researcher Texas Transportation Institute, 3135 TAMU College Station, TX 77843-3135 phone: 979/ 862-6636, fax: 845-6001 email: [email protected] and Nada Trout Assistant Research Scientist Texas Transportation Institute, 3135 TAMU College Station, TX 77843-3135 phone: 979/845-5690, fax: 979/ 845-6006 email: [email protected] Prepared For Transportation Research Board, Washington, D.C. Words: 5199 + 3*250 (tables) + 6*250 (figures) = 7449 words November 2003 TRB 2004 Annual Meeting CD-ROM Paper revised from original submittal. Fitzpatrick, Ullman, Trout 2 ABSTRACT On-street pedestrian surveys were used to obtain the perspectives of pedestrians with regards to their experiences and needs at pedestrian crossing locations. Seven sites with five different treatments were ultimately selected for study. These treatments consisted of two marked crosswalk treatments, an in-roadway warning light treatment, a Hawk treatment, two Split Midblock Signal treatments, and a countdown pedestrian signal treatment at a signalized intersection. The survey was administered at the selected locations where pedestrians could be approached after they crossed at the study site. It was found through this study that as the control at a pedestrian crossing increases through the addition of signs, flashing lights, and/or signals, the pedestrians’ perception of safety also increases. Based on the responses of the survey participants, the factors that have the greatest influence on the pedestrian responses were: traffic volume, turning traffic, presence of disabled pedestrians, traffic speed, and the availability of an alternate crossing. -
Sidewalk Construction Standards
OSHTEMO TOWNSHIP SIDEWALK/SHARED-USE PATH CONSTRUCTION STANDARDS Approved August 28, 2018 CONCRETE SIDEWALK CONSTRUCTION The construction of Sidewalks and Shared-Use Paths within Oshtemo is managed through the Township’s issuance of a Sidewalk/Non-Motorized Path Permit. The permitting process includes both a pre-pour inspection of the base and concrete forms, and a final project inspection for acceptance of the work. Concrete sidewalk shall conform to MDOT 2012 (or current edition) Standard Specifications for Construction Section 803, "Concrete Sidewalks, Sidewalk Ramps and Steps" and shall be a minimum of five (5) feet wide unless a different width is required by other Township ordinances or regulations. Driveway Sidewalk Crossings Where public sidewalks (AKA pedestrian route) cross residential driveways, the sidewalk shall be constructed of concrete through the driveway. Where a curb-line concrete gutter pan begins the driveway, the driveway apron between the curb and sidewalk shall also be constructed of concrete. Hot-Mix Asphalt (HMA) commercial driveways that lack a concrete roadway gutter, and which have greater than two lanes or heavy traffic may seek administrative approval to establish a pedestrian route over the driveway in lieu of placing a concrete walkway through the HMA material. When new sidewalks are extended through existing driveways, it shall be administratively determined by the Township to what extent the existing driveway pavements will need to be reconstructed in lieu of providing a pedestrian route over the pavement. Grade The sidewalk shall be constructed to match the existing grade, or as noted on the construction drawings. The sidewalk will have a transverse slope either toward or away from the road to maintain existing drainage patterns. -
How Informal Justice Systems Can Contribute
United Nations Development Programme Oslo Governance Centre The Democratic Governance Fellowship Programme Doing Justice: How informal justice systems can contribute Ewa Wojkowska, December 2006 United Nations Development Programme – Oslo Governance Centre Contents Contents Contents page 2 Acknowledgements page 3 List of Acronyms and Abbreviations page 4 Research Methods page 4 Executive Summary page 5 Chapter 1: Introduction page 7 Key Definitions: page 9 Chapter 2: Why are informal justice systems important? page 11 UNDP’s Support to the Justice Sector 2000-2005 page 11 Chapter 3: Characteristics of Informal Justice Systems page 16 Strengths page 16 Weaknesses page 20 Chapter 4: Linkages between informal and formal justice systems page 25 Chapter 5: Recommendations for how to engage with informal justice systems page 30 Examples of Indicators page 45 Key features of selected informal justice systems page 47 United Nations Development Programme – Oslo Governance Centre Acknowledgements Acknowledgements I am grateful for the opportunity provided by UNDP and the Oslo Governance Centre (OGC) to undertake this fellowship and thank all OGC colleagues for their kindness and support throughout my stay in Oslo. I would especially like to thank the following individuals for their contributions and support throughout the fellowship period: Toshihiro Nakamura, Nina Berg, Siphosami Malunga, Noha El-Mikawy, Noelle Rancourt, Noel Matthews from UNDP, and Christian Ranheim from the Norwegian Centre for Human Rights. Special thanks also go to all the individuals who took their time to provide information on their experiences of working with informal justice systems and UNDP Indonesia for releasing me for the fellowship period. Any errors or omissions that remain are my responsibility alone. -
Mn Mutcd-2B 2014
Chapter 2B. REGULATORY SIGNS TABLE OF CONTENTS Chapter 2B. Regulatory Signs Page Section 2B.1 Application of Regulatory Signs . 2B-1 2B.2 Design of Regulatory Signs . 2B-1 2B.3 Size of Regulatory Signs . 2B-1 2B.4 Right-of-Way at Intersections . 2B-7 2B.5 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) . 2B-8 2B.6 STOP Sign Applications . 2B-9 2B.7 Multi-Way Stop Applications . 2B-9 2B.8 YIELD Sign (R1-2) . 2B-10 2B.9 YIELD Sign Applications . 2B-10 2B.10 STOP Sign or YIELD Sign Placement . 2B-10 2B.11 Stop Here For Pedestrian Signs (R1-5 Series) . 2B-11 2B.12 In-Street Pedestrian Crossing Signs (R1-6a, R1-6b,R1-9a, and R1-9b) . 2B-12 6 . v e R 2B.13 Speed Limit Sign (R2-1) . 2B-14 N 2B.13.1 Bridge Speed Limit Sign (R2-X5) . 2B-16 M 6 . v e 2B.14 Truck Speed Limit Sign (R2-2P) . 2B-16 R N 2B.15 Night Speed Limit Sign (R2-3P) . 2B-16 M 2B.16 Minimum Speed Limit Sign (R2-4P) . 2B-17 2B.16.1 This section has been eliminated 3 . 2B.16.2 End Work Speed Zone Sign (R2-6c) . 2B-17 v e R N 2B.17 Higher Fines Signs and Plaque (R2-6P, R2-10, and R2-11) . 2B-17 M 2B.18 Movement Prohibition Signs (R3-1 through R3-4, R3-18, and R3-27) . 2B-18 2B.19 Intersection Lane Control Signs (R3-5 through R3-8) . -
Neighborhood Road Design Guidebook a Massachusetts Guide to Sustainable Design for Neighborhood Roads
NEIGHBORHOOD ROAD DESIGN GUIDEBOOK A MASSACHUSETTS GUIDE TO SUSTAINABLE DESIGN FOR NEIGHBORHOOD ROADS A joint project of the Massachusetts Chapter of the American Planning Association Home Builders Association of Massachusetts Prepared for the Citizen Planner’s Training Collaborative March 14, 2012 Overview 2 1. Why a new Guidebook now? 2. Who will use this? 3. What is the general approach 4. Examples of recommended design standards 5. Cross Sections 6. Implementation Why Now? 3 1. Road design for whom? 2. Change in vehicle types 3. What is a win-win approach? 4. Length of time to change rules and regulations Why a new Guide now? 4 Massachusetts guide for Neighborhood Roads to create model guidelines and match local settings. This is called “context sensitive” design. Other road design manuals don’t get at local streets very well Who might use the Guidebook? 5 There are many “actors” in Transportation Design Engineers and designers (private and public sectors) Applicants who are building new infrastructure as part of their projects; Planning Directors/Planners; Planning Boards, Board of Selectmen, Fire and Emergency Service providers; Regional Planning Associations – link to state funding and state projects; Abutters; Land use and environmental advocates; and Finally –build roads that benefit the USERS What kind of Guidebook? 6 Project Goals Reduce environmental impacts of roadway development, operation and maintenance; Encourage Context Sensitive Solutions (CSS) in residential roadway design; Provide specific guidelines and references for municipal application; Promote innovative techniques for stormwater management; and Reduce maintenance costs of roadways and stormwater systems. What kind of Guidebook? 7 Project Goals (contin.) Encourage consistency in approach and rationale in residential roadway design across Massachusetts; Promote inter-connectivity of roads; Promote pedestrian and non- motorized access; Promote universal accessibility; and Provide guidance for the design of neighborhood scale residential roads.