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Automated pedestrian detection systems provide the means to detect the presence
of pedestrians as they approach the curb prior to crossing the street, and then t
hese systems call the Walk signal without any action required on the part of the
pedestrians. These detectors can also extend the clearance interval in order to a
Custom Essays on transportation
llow slower persons to finish crossing. Whether automated pedestrian detectors, w
hen used in conjunction with standard pedestrian push buttons, would result in fe
wer overall pedestrian-vehicle conflicts and fewer inappropriate crossings (i.e.,
pedestrians beginning to cross during a Dont Walk signal) was evaluated. Befor
e and after video data were collected at intersection locations in Los Angeles, C
alifornia (infrared and microwave), Phoenix, Arizona (microwave), and Rochester,
New York (microwave). The results indicated a significant reduction in vehicle-pe
destrian conflicts, as well as a reduction in the number of pedestrians beginning
to cross during the Dont Walk signal. The differences between microwave and inf
rared detectors were not significant. Detailed field testing of the microwave equ
ipment in Phoenix revealed that fine-tuning of the detection zone is still needed
in order to reduce the number of false calls and missed calls.// DE Automatic-p
edestrian-detection; Before-and-after-studies; Clearance-interval-Traffic-signal-
cycle; Crosswalks-; Equipment-tests; Infrared-detectors; Los-Angeles-California;
Microwave-detectors; Pedestrian-push-buttons; Pedestrian-signals; Pedestrian-vehi
cle-interface; Phoenix-Arizona; Rochester-New-York; Signalized-intersections; Tra
ffic-conflicts; Video-cameras SC SAFETY (H51); HUMAN-FACTORS (H5); OPERATIONS-A
ND-TRAFFIC-CONTROL (H54); ACCIDENTS-AND-THE-HUMAN-FACTOR (I8); TRAFFIC-CONTROL (
I7) PA Transportation Research Board Business Office AN 007815 UD 00011 1
of 17 SB TRB-TRIS TI EFFECTS OF TRAFFIC CALMING MEASURES ON PEDESTRIAN AND MOT
ORIST BEHAVIOR. AU Huang-HF; Cynecki-MJ SO Transportation Research Record. 000
. (1705) pp6-1 (4 Phot., 5 Tab., 11 Ref.) NT This paper appears in Transportat
ion Research Record No. 1705, Pedestrian and Bicycle Transportation Research 000
. PB Transportation Research Board, 101 Constitution Avenue, NW, Washington, DC
, 0418, USA PY 000 IS 061-181 RN 0006685 LA English AB By slowing dow
n vehicle traffic, shortening crossing distances, and enhancing motorist and pede
strian visibility, traffic calming treatments may benefit pedestrians who are cro
ssing the street. The effects of selected traffic calming treatments on pedestria
n and motorist behavior were evaluated at both intersection and midblock location
s. Before and after data were collected in Cambridge, Massachusetts (bulbouts and
raised intersection), Corvallis, Oregon (pedestrian refuge island), Seattle, Was
hington (bulbouts), and Sacramento, California (refuge islands). The key findings
include that none of the treatments had a significant effect on the percentage o
f pedestrians for whom motorists yielded, the treatments usually did not have a s
ignificant effect on average pedestrian waiting time, and refuge islands often se
rved to channelize pedestrians into marked crosswalks. The raised intersection in
Cambridge also increased the percentage of pedestrians who crossed in the crossw
alk. While traffic calming devices have the potential for improving the pedestria
n environment, these devices by themselves do not guarantee that motorists will s
low down or yield to pedestrians. DE Before-and-after-studies; Behavior-; Bulbou
ts-; Cambridge-Massachusetts; Corvallis-Oregon; Crosswalks-; Drivers-; Midblock-c
rossings; Pedestrian-channelization; Pedestrian-safety; Pedestrians-; Raised-inte
rsections; Refuge-islands; Sacramento-California; Seattle-Washington; Traffic-cal
ming; Traffic-safety; Waiting-time SC SAFETY (H51); HUMAN-FACTORS (H5); OPERATI
ONS-AND-TRAFFIC-CONTROL (H54); ACCIDENTS-AND-THE-HUMAN-FACTOR (I8); TRAFFIC-CONT
ROL (I7) PA Transportation Research Board Business Office AN 007814 UD 000
11 14 of 17 SB TRB-TRIS TI ANALYSIS OF PEDESTRIAN GAIT AND PERCEPTION-REACTION
AT SIGNAL-CONTROLLED CROSSWALK INTERSECTIONS. AU Fugger-TF Jr.; Randles-BC; Stei
n-AC; Whiting-WC; Gallagher-B SO Transportation Research Record. 000. (1705) pp
0-5 (4 Fig., 4 Tab., 10 Ref.) NT This paper appears in Transportation Research
Record No. 1705, Pedestrian and Bicycle Transportation Research 000. PB Transp
ortation Research Board, 101 Constitution Avenue, NW, Washington, DC, 0418, USA
PY 000 IS 061-181 RN 0006685 LA English AB Pedestrian accident analys
is and reconstruction remain the most difficult areas for the accident analyst. A
lthough data relating to average pedestrian walking speeds, perception-reaction,
and pedestrian accident reconstruction can be found in the literature, proper ped
estrian study data pertaining to real-life situations are lacking. Pedestrians we
re observed at signal-controlled crosswalk intersections, and their perception-re
action to the crosswalk signal, acceleration rate to reach constant walking veloc
ity, and average walking speed once steady state velocity is achieved were determ
ined. Experimental test data collected regarding pedestrian gait analysis, initia
tion, and steady state walking speeds are presented. Real world pedestrian obse
rvations were gathered at a variety of intersections, ranging from busy downtown
intersections to suburban intersections throughout the greater Los Angeles area.
Kinematic data on pedestrian movements were obtained using high-speed digital vid
eo. A high-speed video motion analysis system was used to reduce the data and to
obtain the mean acceleration and time to steady state walking velocity. Perceptio
n-reaction data collected on 88 subjects show a significant percentage of the pe
destrians initiating movement within 1 s of Walk light illumination. Some differe
nces were observed when the state of anticipation was being considered, and these
results are presented. The mean acceleration (0.14 +/- 0.0 g) and steady state
velocity (1.6 +/- 0.4 m/s) values did not demonstrate a significant difference
between males and females. The width of the street or initial state of anticipati
on did not have an effect on either mean acceleration values or steady state velo
cities. DE Acceleration-; Accident-reconstruction; Average-travel-speed; Central
-business-districts; Crosswalks-; Field-studies; Los-Angeles-California; Pedestri
an-accidents; Pedestrian-gait-analysis; Pedestrian-movement; Pedestrian-signals;
Signalized-intersections; Steady-state; Suburbs-; Velocity-; Video-cameras; Walki
ng- SC SAFETY (H51); HUMAN-FACTORS (H5); ACCIDENTS-AND-THE-HUMAN-FACTOR (I8) P
A Transportation Research Board Business Office AN 00781 UD 00011 15 of 17
SB TRB-TRIS TI POWER OF THE LINE SHARED-USE PATH CONFLICT REDUCTION. AU Jord
an-G; Leso-L SO Transportation Research Record. 000. (1705) pp16-1 (1 Fig.,
Tab.) NT This paper appears in Transportation Research Record No. 1705, Pedestri
an and Bicycle Transportation Research 000. PB Transportation Research Board,
101 Constitution Avenue, NW, Washington, DC, 0418, USA PY 000 IS 061-181 RN
0006685 LA English AB Painting a yellow center line at blind curves on a b
usy multiuser path (bicyclists, pedestrians, in-line skaters, runners) decreased
the percentage of people who went the wrong way on the path, in a before-and-af
ter study whose sample size was ,147. A busy .6-m (1-ft) paved recreational an
d commuting path in Philadelphia circles the Schuylkill River for 1.5 km (8.4 mi
). There are numerous blind curves caused by hedges, rock outcrops, and bridge pi
ers. Many people were traveling on the wrong side around sharp blind curves. Coun
ts were taken and videotapes made in order to determine the percentage of bicycli
sts, pedestrians, in-line skaters, and runners on the proper side, on the wrong s
ide, and passing on the wrong side. Then a solid-yellow center line and direction
al arrows were neatly spray painted at the blind curves, and after counts were ta
ken. The percentage of wrong-side travel fell from 5% to 15%, a 57% reduction. W
hite lines and arrows were placed at driveways and road crossings. The white line
s reduced wrong-way travel from 0% to 10%, a reduction of 66%. Painted center li
nes kept people on the proper side and reduced the likelihood of conflicts and cr
ashes. Paint is easy, fast, and inexpensive, and creates no physical obstacle; it
is hard to damage and it works without education of the public. DE Before-and-a
fter-studies; Bikeways-; Blind-curves; Center-lines; Commuting-paths; Crosswalks-
; Directional-arrows; Driveways-; Philadelphia-Pennsylvania; Recreational-paths;
Shared-use-paths; Skating-; Traffic-conflicts; Walkways-; Wrong-way-travel SC FA
CILITIES-DESIGN (H1); HIGHWAY-AND-TRANSPORT-PLANNING (I1) PA Transportation Re
search Board Business Office AN 00781 UD 00011 16 of 17 SB TRB-TRIS TI CA
LIBRATING PEDESTRIAN LEVEL-OF-SERVICE METRICS WITH -D VISUALIZATION. AU Miller-
JS; Bigelow-JA; Garber-NJ SO Transportation Research Record. 000. (1705) pp-15
(5 Fig., Tab., 15 Ref.) NT This paper appears in Transportation Research Reco
rd No. 1705, Pedestrian and Bicycle Transportation Research 000. PB Transportat
ion Research Board, 101 Constitution Avenue, NW, Washington, DC, 0418, USA PY
000 IS 061-181 RN 0006685 LA English AB Unlike the case with airport te
rminals or the central business district, the quality of suburban pedestrian faci
lities is most likely affected less by congestion and more by safety, the walking
environment, and aesthetics. Because the Highway Capacity Manual does not expl
icitly capture such factors when measuring pedestrian level of service (LOS), res
earchers have proposed innovative rating scales that do. These scales use either
measurable characteristics, such as walkway width, median openings, and signaliza
tion parameters, or user perceptions, such as continuity and convenience, to rate
a pedestrian facility. Unfortunately, the results of these scales are not always
easy to interpret. For example, in a scaling system for pedestrian facilities in
which a raised curb median counts 6 points and a blinking pedestrian-crossing si
gnal counts points, the developers of the scale believed that the median would
be twice as valuable to pedestrians as the crossing signal. But would pedestrians
agree? A scaling system was developed for pedestrian LOS and calibrated using vi
sualization (computer-aided modeling techniques consisting of still shots and ani
mations). Subjects perceived ratings of a pedestrian facility after they viewed
still pictures and animations of the facility were compared with the computed rat
ing of the facility from an LOS scale. The chief value of this method is that it
helps ensure that pedestrian crossing needs are systematically considered and tha
t engineers, planners, and the public agree on the calibration of a pedestrian LO
S scale. The methodology is also applicable in urban areas where pedestrian needs
beyond physical capacity are to be explicitly considered. The approach is origin
al in that visualization as a simulation and data analysis tool was used to calib
rate a pedestrian LOS scale. DE Aesthetics-; Calibration-; Environment-; Level-o
f-service; Pedestrian-areas; Pedestrian-facilities; Pedestrian-safety; Suburbs-;
Three-dimensional-visualization SC FACILITIES-DESIGN (H1); HIGHWAY-AND-TRANSPOR
T-PLANNING (I1) PA Transportation Research Board Business Office AN 007811 U
D 00011 17 of 17 SB TRB-TRIS TI PEDESTRIAN TRAVEL POTENTIAL IN NORTHERN NEW J
ERSEY A METROPOLITAN PLANNING ORGANIZATIONS APPROACH TO IDENTIFYING INVESTMENT
PRIORITIES. AU Matley-TM; Goldman-LM; Fineman-BJ SO Transportation Research Rec
ord. 000. (1705) pp1-8 ( Fig., Tab., 8 Ref.) NT This paper appears in Transp
ortation Research Record No. 1705, Pedestrian and Bicycle Transportation Research
000. PB Transportation Research Board, 101 Constitution Avenue, NW, Washingto
n, DC, 0418, USA PY 000 IS 061-181 RN 0006685 LA English AB At metrop
olitan planning organizations such as the North Jersey Transportation Planning Au
thority (NJTPA), planning investments to support pedestrian trips for a large and
diverse metropolitan area would be an intractable challenge without an open, coo
rdinated, and cooperative approach and a strong information foundation. To addres
s this challenge, NJTPA has adopted an innovative approach using regional analysi
s and priority setting to guide planning activity for a very local scale. The des
ign and initial applications of this approach are described. Areas with proximity
and connectivity features supporting pedestrian activity were identified using d
ata available at the regional level. The data were analyzed within a pedestrian p
otential index (PPI) comprising four key indicators population densities, employ
ment densities, land use mix, and street network density, all analyzed at the cen
sus tract level. Thresholds were set to begin to find priority areas in which inv
estment in pedestrian strategies would be more likely to generate a high return i
n terms of walking trips generated. The analysis also allows local planners to un
derstand how their communities compare in relative levels of density, land use mi
x, and network connectivity. This information can help planners identify areas fo
r planning activities that would address these factors and encourage walking trip
s. With the first results from application of the PPI, NJTPA has solicited feedba
ck from state and local planning partners. With subsequent refinement, this analy
sis will be finalized for the region and incorporated in the next update of the N
JTPA Regional Transportation Plan. DE Employment-; Investments-; Land-use; Netwo
rk-connectivity; New-Jersey; North-Jersey-Transportation-Planning-Authority; Pede
strians-; Population-density; Regional-analysis; Strategic-planning; Streets-; Tr
ansportation-planning; Travel-; Trip-generation; Walking- SC PLANNING (H1); TRA
FFIC-AND-TRANSPORT-PLANNING (I7) PA Transportation Research Board Business Offi
ce AN
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