Pedestrians have a wide range of needs and abilities. FHWA's Manual on Uniform Traffic Control Devices for Streets and Highways includes a walking speed of 4.0 ft/s (1.2 m/s) for calculating pedestrian clearance intervals for traffic signals. It also includes a comment that where pedestrians who walk slower than normal, or pedestrians who use wheelchairs, routinely use the crosswalk, a walking speed of less than 4.0 ft/s should be considered in determining the pedestrian clearance times. A 2005 TCRP-NCHRP study found a 15th percentile walking speed for young pedestrians of 3.77 ft/s (1.15 m/s) and a 15th percentile walking speed for older pedestrians of 3.03 ft/s (0.92 m/s). The study also determined that there is a statistical difference in walking speeds between older (older than 60 years) and younger (60 years and younger) pedestrians. Using population projections and the 15th percentile walking speeds for each population group more than 15 years old, the proportionally weighted 15th percentile walking speed for 2045 is 3.56 ft/s (1.09 m/s). Comparing the findings from the TCRP-NCHRP study with previous work results in the following recommendations: 3.5-ft/s (1.07-m/s) walking speed for timing of a traffic signal; if older pedestrians are a concern, then a 3.0-ft/s (0.9-m/s) walking speed should be used.

Many roadway factors have an effect on driver behavior. Geometric, roadside, and traffic control device variables that may affect driver behavior on four-lane suburban arterials were investigated. Traffic signals and traffic volume were considered within the study site selection and data collection criteria and, therefore, were not included in the analysis. Regression techniques were used to determine how selected variables affect operating speed on horizontal curves and straight sections. When all variables were considered, posted speed limit was the most significant variable for both curves and straight sections. Other significant variables for curve sections were deflection angle and access density class. In another series of analyses performed without using posted speed limit, only lane width was a significant variable for straight sections, but median presence and roadside development were significant for curve sections. The analysis that included posted speed limit, however, produced stronger relationships between speed and significant variables than did the analysis that excluded posted speed limit.

This research effort explored the factors associated with higher driver yielding rates at pedestrian crossings with traffic control signal (TCS), pedestrian hybrid beacon (PHB), and rectangular rapid-flashing beacon (RRFB) treatments in Texas. The percentages of drivers yielding to a staged pedestrian were collected at 7 TCS sites, 22 RRFB sites, and 32 PHB sites. Overall, TCSs in Texas had the highest driver yielding rates, with an average of 98%. The average driver yielding rate for RRFBs in Texas was 86%, whereas the average for PHBs was 89%. The RRFB results for Texas were slightly higher than those found in other studies, perhaps because all RRFB sites included in this analysis had “School Crossing” signs and were located near a school. The number of devices within a city may have an impact on driver yielding. Those cities with a greater number of a particular device (i.e., Austin, Texas, for the PHBs and Garland, Texas, for the RRFBs) had higher driver yielding rates than cities where the device was used at only a few crossings. A comparison of the number of days since installation revealed statistically significantly higher driver yielding rates for those devices that had been installed longer. For PHBs, the results support the use of PHBs on roadways with multiple lanes or a wide crossing. For RRFBs, a lower rate of compliance was observed for longer crossing distances and indicated that for a certain crossing distance width, a device other than the RRFB should be considered.

No abstract

No abstract