Pedestrian signals, particularly at signalized, midblock crossings, delay drivers, which is termed ＂unnecessary delay＂ in this study. A pedestrian hybrid beacon was proven to be effective in decreasing this unnecess...Pedestrian signals, particularly at signalized, midblock crossings, delay drivers, which is termed ＂unnecessary delay＂ in this study. A pedestrian hybrid beacon was proven to be effective in decreasing this unnecessary delay to the drivers at midblock pedestrian crossings when compared to standard signalized midblock crossings. Two pedestrian hybrid beacons were installed at midblock pedestrian crossings in Lawrence, Kansas. A study was conducted at these two locations to determine the effectiveness of the pedestrian hybrid beacon in decreasing the unnecessary delay to drivers by comparing them with a signalized midblock on Massachusetts Street, Lawrence, Kansas. In addition to the delay measurements for drivers at pedestrian hybrid beacon and signalized treatment at midblock pedestrian crossings, other parameters such as driver compliance rate, pedestrian compliance rate, and other driver and pedestrian characteristics were also studied. Video cameras were used at these test locations and the effectiveness of the pedestrian hybrid beacon was analyzed from the video. A more than 90% reduction in delays was observed for the drivers at the pedestrian hybrid beacon at midblock crossings compared to the signalized crossing. Further, a better driver compliance rate was also recorded at the pedestrian hybrid beacon. Information about reductions in unnecessary delay to drivers and improvements to driver and pedestrian compliance rates from the use of pedestrian hybrid beacons would be useful to engineers, decision makers, and researchers to determine an optimum treatment at desired pedestrian crossings.展开更多
The drivers’yielding distance to pedestrians at midblock crosswalks affects pedestrians’perceived safety.This distance can be influenced by either crosswalk-related or noncrosswalk.In most cases,crosswalk-related fe...The drivers’yielding distance to pedestrians at midblock crosswalks affects pedestrians’perceived safety.This distance can be influenced by either crosswalk-related or noncrosswalk.In most cases,crosswalk-related features are readily available or easy to collect compared to non-crosswalk features.However,the extent to which crosswalk-related features affect the spatial yielding compliance is not clear.This study evaluated the role of combined crosswalk-related features on drivers’spatial yielding compliance at signalized midblock crosswalks.The study used observational survey data collected from fifteen flash-based signalized midblock crosswalks located in Las Vegas,Nevada.Three logistic regression models,with crosswalk-related features only,non-crosswalk features only,and combined features,were developed and compared.It was revealed that the performance difference between the model with crosswalk-related features only and combined features was insignificant.This study found that the presence of state’s law signs,“PED XING”signs,and placement of rectangular rapid flashing beacons(RRFBs)on the advanced pedestrians crossing signs(APCSs),are significant factors for high spatial yielding compliance.On the contrary,the yield line’s presence at a distance greater than 40 ft from the crosswalk,presence of one stage crossing,and high Annual Average Daily Traffic(AADT)negatively affects the spatial yielding compliance.Moreover,the findings suggest that researchers should be careful about excluding the non-crosswalk features from the analysis.To improve spatial yielding compliance,several recommendations that the city planners and engineers can adopt are provided.展开更多
The Urban Street Segment Chapter of the Highway Capacity Manual(HCM)includes a methodology for evaluating the level of service urban street segments provide to automobile users.The methodology does not account for ped...The Urban Street Segment Chapter of the Highway Capacity Manual(HCM)includes a methodology for evaluating the level of service urban street segments provide to automobile users.The methodology does not account for pedestrian activity at un-signalized midblock crosswalk on an urban street segment.Pedestrian activity at un-signalized midblock crosswalk on urban street segments causes friction conditions between automobiles and pedestrians.As a consequence,the average time it takes vehicles to travel along the segment is increased.Increasing segment running time decreases both the travel speed of automobiles and the level of service provided to automobile users.There is an inverse relationship between the delay incurred by interrupted vehicles and the speeds at which pedestrians walk while crossing at midblock.To account for this delay,there is a need to investigate pedestrian walking speeds at un-signalized midblock crosswalks.This study measured pedestrian walking speeds by age-group at two un-signalized midblock crosswalks on urban street segments.The first objective of this paper is to perform statistical analyses to examine the measured free-flow pedestrian walking speeds.The second objective is to demonstrate how the findings of this study can be incorporated into the Urban Street Segment Analysis Chapter of the HCM.Pedestrian walking speeds were recorded and analyzed for 2937 pedestrians.The results show teenagers walk at an average speed of 1.45 m/s,young adults walk at an average speed of 1.55 m/s,middle age pedestrians walk at a speed of 1.45 m/s,older pedestrians walk at speed of 1.09 m/s,and elderly or physically disabled pedestrians walk at a speed of 1.04 m/s.展开更多
基金funded jointly by the Kansas State University Transportation Center with in-kind matching funds from city of Lawrence,Kansas
文摘Pedestrian signals, particularly at signalized, midblock crossings, delay drivers, which is termed ＂unnecessary delay＂ in this study. A pedestrian hybrid beacon was proven to be effective in decreasing this unnecessary delay to the drivers at midblock pedestrian crossings when compared to standard signalized midblock crossings. Two pedestrian hybrid beacons were installed at midblock pedestrian crossings in Lawrence, Kansas. A study was conducted at these two locations to determine the effectiveness of the pedestrian hybrid beacon in decreasing the unnecessary delay to drivers by comparing them with a signalized midblock on Massachusetts Street, Lawrence, Kansas. In addition to the delay measurements for drivers at pedestrian hybrid beacon and signalized treatment at midblock pedestrian crossings, other parameters such as driver compliance rate, pedestrian compliance rate, and other driver and pedestrian characteristics were also studied. Video cameras were used at these test locations and the effectiveness of the pedestrian hybrid beacon was analyzed from the video. A more than 90% reduction in delays was observed for the drivers at the pedestrian hybrid beacon at midblock crossings compared to the signalized crossing. Further, a better driver compliance rate was also recorded at the pedestrian hybrid beacon. Information about reductions in unnecessary delay to drivers and improvements to driver and pedestrian compliance rates from the use of pedestrian hybrid beacons would be useful to engineers, decision makers, and researchers to determine an optimum treatment at desired pedestrian crossings.
基金the Department of Civil and Environmental Engineering and Construction at the University of Nevada,Las Vegas,for the financial and material support
文摘The drivers’yielding distance to pedestrians at midblock crosswalks affects pedestrians’perceived safety.This distance can be influenced by either crosswalk-related or noncrosswalk.In most cases,crosswalk-related features are readily available or easy to collect compared to non-crosswalk features.However,the extent to which crosswalk-related features affect the spatial yielding compliance is not clear.This study evaluated the role of combined crosswalk-related features on drivers’spatial yielding compliance at signalized midblock crosswalks.The study used observational survey data collected from fifteen flash-based signalized midblock crosswalks located in Las Vegas,Nevada.Three logistic regression models,with crosswalk-related features only,non-crosswalk features only,and combined features,were developed and compared.It was revealed that the performance difference between the model with crosswalk-related features only and combined features was insignificant.This study found that the presence of state’s law signs,“PED XING”signs,and placement of rectangular rapid flashing beacons(RRFBs)on the advanced pedestrians crossing signs(APCSs),are significant factors for high spatial yielding compliance.On the contrary,the yield line’s presence at a distance greater than 40 ft from the crosswalk,presence of one stage crossing,and high Annual Average Daily Traffic(AADT)negatively affects the spatial yielding compliance.Moreover,the findings suggest that researchers should be careful about excluding the non-crosswalk features from the analysis.To improve spatial yielding compliance,several recommendations that the city planners and engineers can adopt are provided.
文摘The Urban Street Segment Chapter of the Highway Capacity Manual(HCM)includes a methodology for evaluating the level of service urban street segments provide to automobile users.The methodology does not account for pedestrian activity at un-signalized midblock crosswalk on an urban street segment.Pedestrian activity at un-signalized midblock crosswalk on urban street segments causes friction conditions between automobiles and pedestrians.As a consequence,the average time it takes vehicles to travel along the segment is increased.Increasing segment running time decreases both the travel speed of automobiles and the level of service provided to automobile users.There is an inverse relationship between the delay incurred by interrupted vehicles and the speeds at which pedestrians walk while crossing at midblock.To account for this delay,there is a need to investigate pedestrian walking speeds at un-signalized midblock crosswalks.This study measured pedestrian walking speeds by age-group at two un-signalized midblock crosswalks on urban street segments.The first objective of this paper is to perform statistical analyses to examine the measured free-flow pedestrian walking speeds.The second objective is to demonstrate how the findings of this study can be incorporated into the Urban Street Segment Analysis Chapter of the HCM.Pedestrian walking speeds were recorded and analyzed for 2937 pedestrians.The results show teenagers walk at an average speed of 1.45 m/s,young adults walk at an average speed of 1.55 m/s,middle age pedestrians walk at a speed of 1.45 m/s,older pedestrians walk at speed of 1.09 m/s,and elderly or physically disabled pedestrians walk at a speed of 1.04 m/s.
