Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter.
Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 17
17
· Pedestrian signs to encourage looking behavior, crosswalk
compliance, and pushbutton activation;
· In-pavement warning lights with advance signing to
inform drivers of the crossing; and
· "Countdown signals" with a pedestrian (Walk/Don't Walk)
signal if appropriate for the treatment (e.g., high-intensity
activated crosswalk [HAWK] signal or other pedestrian
traffic control signals).
Streets with lower speeds or traffic volumes may not
require multiple treatments to be safe and effective. In these
less complex street environments, single treatments may be
just as safe and effective as multiple treatments.
Traffic Signal and Red Beacon
Displays Figure 7. HAWK signal in Tucson, Arizona.
Pedestrian devices that include a red signal indication vary.
These devices include traffic signals and displays with solid or and/or high-speed streets. For example, several studies
flashing red beacons. There is limited experience with inter- (28-30), including the study done for this TCRP/NCHRP
section pedestrian signals (commonly known as "half project (see Appendix L), have documented driver yielding in
signals") because their current operation is limited to a few the 90 to 100 percent range. The steady red signal indication
cities (e.g., Seattle and Portland). They are also used in some provides a clear regulatory message that typically receives a
provinces of Canada (British Columbia being the most more uniform control response than warning signs or flash-
notable). ing beacons. Critics of the concept have suggested that vehi-
For vehicle control, these pedestrian signals typically use a cle crashes will increase because of signalization on the major
traditional traffic signal head on the major street and a Stop street or conflicting control messages from the signal and
sign on the minor street (if applicable). Midblock pedestrian Stop sign. However, crash analyses in the city of Seattle have
signals are used in Europe (as well as Canada and the United documented that, with consistent operation, the half signals
States), where they are referred to as pedestrian crossovers can actually reduce vehicle-vehicle crashes and pedestrian-
(Toronto) or pelicans or puffins (Europe). Pedestrian move- vehicle conflicts (31-34). Inconsistent and somewhat confus-
ments across the major street are controlled by traditional ing operation (e.g., flashing green) of half signals in British
pedestrian Walk/Don't Walk signals for red signal indication Columbia has generated poor compliance with Stop signs on
devices. the minor street (35).
The signal display sequences for these pedestrian signals In summary, devices with a red signal indication show
vary among installations. Half signals in the city of Seattle promise as a pedestrian-crossing treatment for high-volume,
dwell in steady green and then cycle to steady yellow and then high-speed arterial streets. The field studies conducted in
steady red when activated by a pedestrian. The HAWK signals this project indicated that these red signal or beacon devices
in Tucson (see Figure 7) are modeled after emergency vehicle were most effective at prompting motorist yielding (all sites
beacons and are dark until activated by a pedestrian; then had motorist compliance greater than 90 percent) on high-
they cycle through flashing yellow, steady yellow, steady red, volume, high-speed streets. It may be necessary to determine
and then flashing red. Half signals in the Vancouver area of the most effective signal indication display sequence, as well
British Columbia dwell in flashing green and, on activation, as the traffic conditions that would accommodate the use
steady green (for some installations), steady yellow, and then of minor street Stop sign control and major street signal
steady red. The midblock pedestrian signal in Los Angeles control.
shows a green arrow, cycles to a steady yellow, and then cycles
to steady red during the walk interval. During the flashing
Flashing Beacons
Don't Walk interval, drivers see a flashing red indication and,
after stopping, may proceed if the crosswalk is not occupied. The use of flashing beacons for pedestrian crossings is
Despite differences in signal operation, the pedestrian or prevalent in the United States (see Figure 8). In some
half signals have been documented as successful in encourag- instances, there are concerns that the overuse of flashing bea-
ing motorists to yield to pedestrians along high-volume cons or the continuous flashing at specific locations has
