• No results found

The data collection and analysis protocol for evaluating the effectiveness of treatments used two approaches for collect- ing the data:

• General population pedestrians–use on-site and video- taped observations to record various pedestrian behavior and operational characteristics, and

• Staged pedestrians–use staged pedestrians to measure motorist compliance at existing pedestrian crossing treat- ments.

General Population

Observation studies were used to record numerous pedes- trian behaviors and operational characteristics. A video recording was made of the crossing to permit review and data reduction after the actual crossing event occurred. It was necessary to observe actual pedestrian behavior (rather than

simply using staged pedestrians) to measure a part of the crossing treatment’s effectiveness.

In general, the following protocol was used in the observa- tion studies:

• A minimum of 100 pedestrian crossing events or 4 hours of data (whichever occurred first) were recorded at each location, where each crossing event consisted of one or more pedestrians crossing the entire width of the street.

• Two members of the project team were positioned at inconspicuous locations near the pedestrian crossing to make anecdotal notes of the crossing events. These anec- dotal notes did not include quantitative data on the MOEs in Table 15 but instead focused on qualitative observations about vehicle and motorist behavior.

• The on-site field observers counted the number of pedes- trian crossing events as they occurred to ensure that the minimum sample size of 100 crossing events was achieved as time allowed. City Number of Study Sites Range in Through Lanes Range in Speed Limit (mph)

HAWK signal beacon 5 4 to 6 30 to 40 Tucson, AZ

High-visibility markings and signs 2 4 4 6 4 4 4 25 to 35

Overhead flashing beacon (passive) 4 2 to 4 30 to 35 Los Angeles, CA Midblock signal 4 4 to 5 25 to 35 Santa Monica, CA

Median refuge island, high- visibility signs

2 30

Capitol Heights, MD

Overhead flashing beacon (continuous)

1 35

Towson, MD Overhead flashing beacon (pushbutton)

1 35

Half signal 3 4 35

Portland, OR

Median refuge island, high- visibility signs

3 2 to 4 25 to 35

Austin, TX High-visibility signs and markings

1 35

College Station, TX

Median refuge island, high- visibility signs

1 35

Overhead flashing beacon (pushbutton)

3 4 30 to 35 Salt Lake City,

UT

Pedestrian flags 3 4 to 6 30 to 35 Kirkland, WA Pedestrian flags 3 2 to 4 25 to 35 Redmond, WA In-street crossing sign 3 2 to 3 25 to 30 Seattle, WA Half signal 3 3 to 4 35

Crossing Treatment

• The observers and the video recording devices were posi- tioned to be, as much as possible, inconspicuous to both the pedestrians and motorists.

Staged Pedestrian Tests

Staged pedestrian tests were used to measure motorist compliance at existing pedestrian crossing treatments. Staged pedestrians were used in the belief that consistent presenta- tion of a pedestrian intent to cross was critical for comparing motorist compliance results from different locations or areas of the country; in other words, pedestrian positioning, stance,

and aggressiveness affect a motorist’s decision to stop or yield at a pedestrian crossing. For example, motorists are less likely to stop or yield when pedestrians stand several feet behind the curb line (e.g., the pedestrian may appear as though they are waiting instead of intending to cross).

The following protocols were used in the staged pedestrian tests:

• A minimum of 40 staged crossings (i.e., 20 crossings in each direction) were performed at each location.

• The staged pedestrian was a male dressed in blue jeans and a neutral-colored shirt (e.g., gray, blue, tan, or white).

Midblock Traffic Signal

Characteristics

■ A midblock signal is a standard traffic signal that

is not located at an intersecting cross street.

■ The pedestrian phase for a midblock signal is

typically activated by a pushbutton and can consist of a steady red indication or a sequence of steady red and then flashing red indications for drivers.

■ A midblock signal typically dwells in steady

green (or green arrow) for vehicles.

■ A supplemental sign is typically used to indicate

the signal is for pedestrians.

■ The signal is subject to requirements specified in the MUTCD.

Half signal (Intersection Pedestrian Signal)

Characteristics

■ A half signal is a standard traffic signal (with

red, yellow, and green indications) for the major road. When located at an intersection, the minor cross street has Stop sign control.

■ The pedestrian phase for a half signal is typically

activated by a pushbutton and consists of a steady red indication.

■ In the United States, most installed half signals dwell in steady green for vehicles, whereas most half signals in British Columbia dwell in flashing green.

■ This is an experimental traffic control device not

currently included in the MUTCD.

HAWK Signal Beacon

Characteristics

■ A HAWK signal beacon resembles an

emergency vehicle beacon and only provides yellow and red indications for drivers. Pedestrians see standard pedestrian control features.

■ The pedestrian phase for a HAWK signal beacon

is typically activated by a pushbutton. Drivers see a sequence of flashing yellow, steady yellow, steady red, and flashing red indications.

■ The HAWK signal beacon, used exclusively in

Tucson and Pima County, Arizona, dwells in a dark mode for vehicles.

■ This is an experimental traffic control device not

currently included in the MUTCD.

Stop sign on minor

Signal heads on major approaches

• The staged pedestrian approached the crossing, activated the crossing treatment (where applicable), and stood fac- ing oncoming traffic within 1 ft (0.3 m) of the curb line (even when parking or bike lanes are present). Where no curb was present, the staged pedestrian stood within 1 ft (0.3 m) of the outside edge of the curb lane.

• The staged pedestrian could approach the crossing at any time when vehicles were within sight distance of the crossing. Vehicles that were too close to comfortably stop—estimated as being inside the stopping sight dis- tance per AASHTO Green Book—were not counted in the test (56).

• Staged pedestrians avoided attempting to cross while other pedestrians were attempting to cross.

• Motorists who did not stop were counted as not comply- ing. Motorists who slowed down without passing through the crosswalk to permit the staged pedestrian to safely cross were considered yielding vehicles.

• For multi-lane approaches, the staged pedestrian took one or two steps into the street if the curb lane motorist stopped/yielded but a motorist in the inside lane was still approaching.

• For divided roadways with a median refuge island, the staged pedestrian paused as necessary within 1 ft (0.3 m) of

the island curb line (or inside lane line) before crossing the second direction of traffic.

• Staged pedestrians aborted the crossing attempt after 1 minute if no vehicles stopped or yielded.

• A second research team member and a video recording device were always present but inconspicuous to motorists during the staged pedestrian tests.