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Table 16. Summary of study sites.
Number Range in Range in
of Study Through Speed Limit
City Crossing Treatment Sites Lanes (mph)
Tucson, AZ HAWK signal beacon 5 4 to 6 30 to 40
High-visibility markings and 2 4 25 to 35
signs
Los Angeles, Overhead flashing beacon 4 2 to 4 30 to 35
CA (passive)
Midblock signal 4 4 to 5 25 to 35
Santa Monica, Median refuge island, high- 2 4 30
CA visibility signs
Capitol Heights, Overhead flashing beacon 1 6 35
MD (continuous)
Towson, MD Overhead flashing beacon 1 4 35
(pushbutton)
Portland, OR Half signal 3 4 35
Median refuge island, high- 3 2 to 4 25 to 35
visibility signs
Austin, TX High-visibility signs and 1 4 35
markings
College Station, Median refuge island, high- 1 4 35
TX visibility signs
Salt Lake City, Overhead flashing beacon 3 4 30 to 35
UT (pushbutton)
Pedestrian flags 3 4 to 6 30 to 35
Kirkland, WA Pedestrian flags 3 2 to 4 25 to 35
Redmond, WA In-street crossing sign 3 2 to 3 25 to 30
Seattle, WA Half signal 3 3 to 4 35
Protocol for Data Collection simply using staged pedestrians) to measure a part of the
crossing treatment's effectiveness.
The data collection and analysis protocol for evaluating the In general, the following protocol was used in the observa-
effectiveness of treatments used two approaches for collect- tion studies:
ing the data:
· A minimum of 100 pedestrian crossing events or 4 hours
· General population pedestriansuse on-site and video-
of data (whichever occurred first) were recorded at each
taped observations to record various pedestrian behavior
location, where each crossing event consisted of one or
and operational characteristics, and
· Staged pedestriansuse staged pedestrians to measure
more pedestrians crossing the entire width of the street.
· Two members of the project team were positioned at
motorist compliance at existing pedestrian crossing treat-
ments. inconspicuous locations near the pedestrian crossing to
make anecdotal notes of the crossing events. These anec-
dotal notes did not include quantitative data on the MOEs
General Population in Table 15 but instead focused on qualitative observations
Observation studies were used to record numerous pedes- about vehicle and motorist behavior.
trian behaviors and operational characteristics. A video · The on-site field observers counted the number of pedes-
recording was made of the crossing to permit review and data trian crossing events as they occurred to ensure that the
reduction after the actual crossing event occurred. It was minimum sample size of 100 crossing events was achieved
necessary to observe actual pedestrian behavior (rather than as time allowed.
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Midblock Traffic Signal
Characteristics
A midblock signal is a standard traffic signal that
is not located at an intersecting cross street.
The pedestrian phase for a midblock signal is
typically activated by a pushbutton and can
consist of a steady red indication or a sequence
of steady red and then flashing red indications
for drivers.
A midblock signal typically dwells in steady
green (or green arrow) for vehicles.
A supplemental sign is typically used to indicate
the signal is for pedestrians.
The signal is subject to requirements specified in
the MUTCD.
Half signal (Intersection Pedestrian Signal)
Signal heads on Characteristics
major approaches A half signal is a standard traffic signal (with
red, yellow, and green indications) for the major
road. When located at an intersection, the minor
cross street has Stop sign control.
The pedestrian phase for a half signal is typically
activated by a pushbutton and consists of a
steady red indication.
In the United States, most installed half signals
dwell in steady green for vehicles, whereas most
half signals in British Columbia dwell in flashing
Stop sign on green.
minor This is an experimental traffic control device not
currently included in the MUTCD.
HAWK Signal Beacon
Characteristics
A HAWK signal beacon resembles an
emergency vehicle beacon and only provides
yellow and red indications for drivers.
Pedestrians see standard pedestrian control
features.
The pedestrian phase for a HAWK signal beacon
is typically activated by a pushbutton. Drivers
see a sequence of flashing yellow, steady yellow,
steady red, and flashing red indications.
The HAWK signal beacon, used exclusively in
Tucson and Pima County, Arizona, dwells in a
dark mode for vehicles.
This is an experimental traffic control device not
currently included in the MUTCD.
Figure 12. Red signal or beacon devices.
· The observers and the video recording devices were posi- and aggressiveness affect a motorist's decision to stop or yield
tioned to be, as much as possible, inconspicuous to both at a pedestrian crossing. For example, motorists are less likely
the pedestrians and motorists. to stop or yield when pedestrians stand several feet behind the
curb line (e.g., the pedestrian may appear as though they are
waiting instead of intending to cross).
Staged Pedestrian Tests
The following protocols were used in the staged pedestrian
Staged pedestrian tests were used to measure motorist tests:
compliance at existing pedestrian crossing treatments. Staged
pedestrians were used in the belief that consistent presenta- · A minimum of 40 staged crossings (i.e., 20 crossings in
tion of a pedestrian intent to cross was critical for comparing each direction) were performed at each location.
motorist compliance results from different locations or areas · The staged pedestrian was a male dressed in blue jeans and
of the country; in other words, pedestrian positioning, stance, a neutral-colored shirt (e.g., gray, blue, tan, or white).
