pedestrian & bicyclist safety countermeasures …sustain.scag.ca.gov/documents/3. first last...
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PEDESTRIAN & BICYCLIST SAFETY COUNTERMEASURES
FOR FIRST/LAST MILE
MEGHAN MITMAN, AICPPRINCIPAL
APRIL 10, 2018
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PRESENTATION OUTLINE
SECTION 1: General Considerations for First/Last Mile Transit Accessibility
SECTION 2: Pedestrian Facilities
SECTION 3: Bicycle Facilities
SECTION 4: Uncontrolled Crossings
SECTION 5: Bike/Ped Accommodations at Intersections
SECTION 6: Transit Facilities
SECTION 7: Bus/Bike Interface
SECTION 8: Bike/Ped Accommodations at Interchanges
SECTION 9: Questions and Sources for Guidance
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GENERAL CONSIDERATIONS FOR FIRST/LAST MILE TRANSIT
ACCESSIBILITY3
Section 1
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THE GOAL OF TRANSIT
The primary goal of transit is to carry passengers between residences, employment, and other destinations in a safe, efficient, and reliable manner
The physical safety of ALL passengers is vital to the success of any transit system- not only to retain riders, but to encourage new riders
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However…
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…THERE ARE NUMEROUS COMPETING NEEDS
Increases in ridership
Crashes
Amenities
Conditions
Vehicle needs
Stop characteristics
Capacity
Security concerns
Real time information
Customer information
Roadwork/Construction
Transit plans
Enforcement
Private development
Driver needs
Special needs
Funding
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AGENCY CONSIDERATIONS:TRANSIT VS. DOT RESPONSIBILITY
Transit Stop
Transit Route
6
DOT
Responsibility
Transit
Responsibility
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HIGH-USE LOCATIONS KEY GENERATORS & TRANSFERS
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ACCESS TO TRANSIT
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Access to transit exists on multiple levels:
Access at transit stop
Access to transit stop
Connections to transit routes
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CATCHMENT AREA
9
The catchment area is defined as the area served by transitTransit access considers elements within catchment area In general, people are will ing to: Walk up to ¼ Mile to access
Local Bus transit Walk up to ½ Mile to access
BRT or Rail transit Bike between 1-3 Miles to
access Rail transit Drive 15 miles
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CATCHMENT AREA
10
- Bus Stop- Bus Stop Catchment Area- Corridor Catchment Area
¼ mile
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INFRASTRUCTURE NEEDS: TRANSIT STOP INVENTORYTool to identify needs at transit stops and transit corridors
Immediate transit stop characteristics inventoried and evaluated
Includes surrounding ped/bike connections
Ped/bike facilities at the stop
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INFRASTRUCTURE NEEDS:ADA COMPLIANCE
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Source: Google Maps
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PEDESTRIAN CRASHES
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COMBINE ALL ELEMENTSTransit ridership
Transit stop inventory (ADA compliance and other design elements)
Crashes
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Transit ridership
Transit stop inventory (ADA compliance and other design elements)
Crashes
COMBINE ALL ELEMENTS
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Site-specific
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Transit ridership
Transit stop inventory (ADA compliance and other design elements)
Crashes
Priority Corridor
COMBINE ALL ELEMENTS
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Transit ridership
Transit stop inventory (ADA compliance and other design elements)
Crashes
Secondary Corridor
COMBINE ALL ELEMENTS
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Transit ridership
Transit stop inventory (ADA compliance and other design elements)
Crashes
System-wide
COMBINE ALL ELEMENTS
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SAFETY ANALYSIS
SAFETY ANALYSIS
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Speed
Number of lanes
Visibility
Traffic volume & composition
Conflict points
Proximity
Connectivity
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KEY SAFETY FACTORS
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15 MPHSource: FHWA
SPEED MATTERS
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Source: FHWA
SPEED MATTERS
20 MPH
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Source: FHWA
SPEED MATTERS
25 MPH
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Source: FHWA
SPEED MATTERS
30 MPH
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PEDESTRIAN FACILITIES: SIDEWALKS AND ADA
25
Section 2
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SIDEWALKS AND CURBSIDES
26Source: NACTO
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SIDEWALK ZONE SYSTEM
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ADA CONSIDERATIONS
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ADA addresses the needs of people with a variety of disabilities
Some disabilities are obvious
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ADA CONSIDERATIONS
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Some disabilities are less obvious
ADA addresses the needs of people with a variety of disabilities
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MOST CRITICAL ENVIRONMENT
WITH EXCESSIVE CROSS SLOPE:
DRIVEWAYS
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BICYCLE FACILITIES: CORRIDOR TREATMENTS
31
Section 3
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TYPES OF BICYCLISTS
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LEVEL OF TRAFFIC STRESS
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BICYCLE INFRASTRUCTURE
Safety Comfort Access and network
connections
Link to other investments to provide choices
Build infrastructure that people want to use
34CicLAvia – 12/20/2014Source: Fehr & Peers
Why build bicycle infrastructure?
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BICYCLE INFRASTRUCTURE
35Sources: Fehr & Peers, Metro & LA EcoVillage
Class I: Bike Path
Class III: Bike Route
Class II: Bike Lane
Class IV: Separated Bike Lane
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BUFFERED BIKE LANES (CLASS II)
36
18” Min. / 3’ Preferred
5’ Min. / 7’ Preferred
Door Zone Buffer
Higher travel speeds More truck traffic
Extra lanes or lane width Transit stop conflicts
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GREEN COLORED BIKE LANES (CLASS II)
37Downtown Los AngelesSource: Metro
Approved for use in CA based on FHWA Interim Approval (CA MUTCD IA-14)
Guidance in FHWA Interim Approval Memo
Caltrans example at Alpine Rd/I-280 (District 4)
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BICYCLE INFRASTRUCTURE
38
Source: NACTOSource: Fehr & Peers
Conflict Area Markings
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BIKE BOULEVARDS (CLASS III)
Collection of treatments Wayfinding Traffic calming Volume management Crossing treatments Green infrastructure Traffic control
adjustments Route planning
39
Source: DavidBaker+Partners.com
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CLASS IV: SEPARATED BIKE LANES/CYCLE TRACKSOn-street facilities that provide physical protection from moving traffic
Comprised of buffer space and bike lane
Protection is provided through: Tubular markers Movable planters Raised curb Floating parking Landscaping buffer Elevated bicycle facility
40
Source: LA Streetsblog
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2017 NACTO GUIDANCE
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UNCONTROLLED CROSSINGS Section 4
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THE CVC DEFINITION
43
California Vehicle Code §275 “Crosswalk” is either:a) That portion of a roadway
included within the prolongation or connection of the boundary lines of sidewalks at intersections where the intersecting roadways meet at approximately right angles, except the prolongation of such lines from an alley across a street.
b) Any portion of a roadway distinctly indicated for pedestrian crossing by lines or other markings on the surface.
What is an Unmarked Crosswalk?
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MARKED CROSSWALK PURPOSE
44
Provide guidance for pedestriansHelp alert drivers to pedestrian crossingEstablish legal mid-block crossing
Mid-Block CrossingDecorative Crosswalk
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TO MARK OR NOT TO MARK
45
Herms, Bruce. (1972) Pedestrian crosswalk study: accidents in painted and unpainted crosswalks. Transportation Research Record, 406. “The San Diego study” Marked crosswalks vs. unmarked
crosswalks Increased incidence of pedestrian
collisions in marked crosswalks Did not differentiate between:
Number of lanes Traffic volume Speed limit
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TO MARK OR NOT TO MARK
46
Safety Effects of Marked versus Unmarked Crosswalks at Uncontrolled Locations (2002) “The Zegeer study” Marked vs. unmarked Two-lane roads - no difference in
pedestrian crash rate Multilane roads - marked
crosswalk, without other measures, associated with higher crash rate on roadways with higher ADT and speed
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MULTIPLE THREAT CRASH
MULTIPLE THREAT CRASH
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DECISION MAKING AND DESIGN
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Key: C = Candidate sites for marked crosswalks; P = Possible increase in pedestrian crashes may occur if crosswalks are marked without other pedestrian enhancements; N = Marked crosswalks alone are insufficient.
Zegeer Study Key Findings
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DECISION MAKING AND DESIGN
49
Regardless of whether marked crosswalks are used, there remains the fundamental obligation to get pedestrians safely across the street.
FHWA Safety Effects of Marked v. Unmarked Crosswalks
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DEMAND CONSIDERATIONS
50
20 pedestrians per hour (15
elderly and/or children) or 60 in 4 hours cross at location andADT ≥ 1500
vpd
Location is near an existing or
proposed park, school, hospital or other major
pedestrian generator/ attractor
Citizen surveys or walkability audits overwhelmingly suggest the need
for proactive treatment
No action recommended
Nearest appropriately
marked or protected crosswalk is at least
300 feet away
YES
YES
Pedestrian injuries or
fatalities have occurred at
this location in the past 5
years
YES YES
NO NO NO NO
Pedestrians can be easily seen from a distance 10x the speed limit or 250 feet
40 pedestrians per hour (30
elderly and/or children) or 120 in
4 hours cross at location*
NO
Direct pedestrians to the nearest
marked or protected crosswalk
NO
YES
Is it feasible to remove
sight distance obstruction or lower speed
limit?
Direct pedestrians to the nearest
marked crosswalk or consider
installing signal or grade separation
NOinfeasible
Use Crosswalk Treatment
Identification Tool and Engineering
Judgment to determine
treatment options
YES
feasible
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2018 FHWA GUIDANCE
51
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SIGNING AND STRIPING
52
6’ minimum width, 10’ recommended Should be straight High-visibility (continental, ladder) recommended at uncontrolled
and mid-block locations W11-2 sign with W16-7P (two per approach, especially on
multilane approaches) Advanced yield/stop lines at uncontrolled multi-lane
approaches (20-50 feet) R1-5 signs are required when advanced yield/stop lines are
used on multilane approaches Example crosswalk markings
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ILLUMINATION: ESSENTIAL FOR ANY CROSSING
53
Marked crosswalk? Light it
Over 70% of pedestrian fatalities occur during darkness in California
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RAISED CROSSWALKS
54
FHWA Study “The Effects of Traffic Calming Measures on Pedestrian and Motorist Behavior” -2001
Increase pedestrian visibility & likelihood the driver yields to pedestrians especially when combined with an overhead flashing light
Most appropriate on low speed local or neighborhood streets
Should not be used on emergency routes, bus routes, or high speed streets
Drainage of storm water runoff and snow plowing considerations may also be a concern with raised crosswalks
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ADVANCE YIELD LINE
55
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IN-STREET PEDESTRIAN CROSSING SIGN
56
2009 MUTCD Section 2B.12 and Figure 2B-2
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CURB EXTENSIONS
57
Increases pedestrian visibility Allows pedestrians to better
observe approaching motorists Decreases crossing distance Reduces pedestrian exposure
to traffic Improves opportunity for
directional curb ramps Can reduce speeds by visually
narrowing the street Slows turning vehicles Can improve signal
timing/may reduce cycle length
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MEDIAN ISLANDS
58
6’ minimum width for refuge, 8’ or larger recommended to accommodate bicyclists, higher pedestrian volumes
Consider fire department requirements Often 20’ clear to pass
stopped vehicles Wider for hook & ladder trucks
5’ minimum opening for ADA, width of crosswalk recommended
At roadway grade, with detectable surface
Place signs, beacons both right-side and in median
Median does not provide refuge
Median refuge island
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RECTANGULAR RAPID FLASHING BEACON (RRFB)
59
Davis, CASource: Fehr & Peers
RRFBs FHWA issued Interim
Approval (IA-11) in July 2008; was recently terminated
Caltrans has recently requested blanket approval regarding IA-21 from FHWA
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PEDESTRIAN HYBRID BEACONS
60
Similar in design and cost to pedestrian signal Pedestrian head shall rest with upraised hand
Standard R10-23 sign
Modified R10-23 sign
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PEDESTRIAN HYBRID BEACONS
61
1
2
3
4
5
Returnto 1
Flashing yellow
Blank fordrivers
Steady yellow
Steady red
Wig-Wag
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“CLASSIC ROAD DIET”
1-62
4 to 3 Lanes | San Antonio, TX
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63
3 CRASH TYPES CAN BE REDUCED BY GOING FROM 4 TO 3 LANES: WHICH ONES?
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X
64
3 CRASH TYPES CAN BE REDUCED BY GOING FROM 4 TO 3 LANES: 1) REAR ENDERS
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X
65
3 CRASH TYPES CAN BE REDUCED BY GOING FROM 4 TO 3 LANES: 2) SIDE SWIPES
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X
66
3 CRASH TYPES CAN BE REDUCED BY GOING FROM 4 TO 3 LANES: 3) LEFT TURN/BROADSIDE
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PEDESTRIAN SIGNALS
67
Cannot be used at intersection
Same standards as full traffic signal
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TREATMENT SELECTION TOOLS
TREATMENT SELECTION TOOLS
68
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ACCESSIBILITY REQUIREMENTS
DIB 82-05 Now allows ramps to be
oriented perpendicular to a gutter grade break Alternative to orientation
perpendicular to curb face Facilitates crosswalk with
directional ramps at corners
69
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BIKE/PED ACCOMMODATIONS AT INTERSECTIONS
Section 5
70
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INTERSECTION DESIGN PRINCIPLES
Reduce speed
Minimize exposure to conflicts
Communicate right-of-way priority
Provide adequate sight distance
Shorten crossings
Keep it direct
Light at night
Access for all
71
Source: Metro
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INTERSECTION DESIGN PRINCIPLES
72Source: Fehr & Peers
Common Issues
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INTERSECTION DESIGN PRINCIPLES
73Source: Fehr & Peers
Candidate Solutions (Low-Cost)
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INTERSECTION DESIGN PRINCIPLES
74Boulder, CO
Source: Fehr & Peers
Free Right-Turn with Raised Crosswalk
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INTERSECTION DESIGN PRINCIPLES
75Source: Fehr & Peers
Candidate Solutions (High Cost)
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INTERSECTION DESIGN PRINCIPLESRight-Turn Lane Design
Design affects: Vehicle turning speeds Clarity of path for bicyclists Controlled vs. uncontrolled crosswalks Vehicle delay
76
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INTERSECTION DESIGN PRINCIPLES
77