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46 While participants said yes in the CTL pretest to a question noticed her, she was able to complete most of these crossings about whether they would use these crossings if they were on in the pretest without an intervention. In this participant's the route home from work (14 yes, 2 no), their responses often case, the delay went up in the SS-ONLY posttest, attributed had qualifying remarks such as one person who said yes, to a self-diagnosed increased awareness of traffic patterns due then added "but I'd probably try to find another way, but to the sound strips. most of the corners around here are like this." In the SS-ONLY Another interesting issue is that eight participants said they and the SS+FB conditions, the responses were roughly the could hear better to make crossing decisions from the curb as same, with 10 yes, 3 no, and 1 no answer in the SS-ONLY and opposed to from the island. They stated that the sound of 9 yes, 2 no, and 3 no answer in the SS+FB condition. traffic behind them made the crossing decision more difficult From the pretest, the participants' responses to the question when waiting on the island. That is an interesting point because "Do these crossings need anything to increase safety and usabil- it is expected that pedestrians are more visible to drivers when ity? If so, what would you suggest?" may provide more insight on the island because drivers are predominantly focusing to into their confidence than their ratings on the confidence ques- their left and on the traffic they will be merging into. tion. Unlike the responses at the Charlotte single-lane round- Several participants also commented that they could hear about (same city and some of the same participants), almost the sound strips better on the SS-ONLY corner than they everyone made a suggestion regarding detecting gaps or yields, could on the SS+FB corner. This was also noted by the O&M which included: specialist and other members of the research team. From the testing it is unclear what caused this perceived sound difference. "Tripper that lets you know that cars are coming, like old Traffic volumes (and presumably noise) were higher at the gas station tubes"; SS-ONLY corner, which suggests that the perceived sound "Better indications to the drivers to yield, or a cop to bust difference is unlikely to be traffic related. One possible expla- people for not yielding"; nation is the fact that the SS-ONLY approach was on a slight "Flow indicators like a signal box to tell you if something down slope in the approach of the crosswalk, while the SS+FB is coming, but have to know how fast though so not sure corner was on an upslope. Assuming that sound is projected how well that would work"; horizontally as vehicles traverse the sound strips, the SS-ONLY "Audible signals to tell me when to cross, but don't know sound waves would be projected more directly toward the how that would be done for the whole thing though because participants' ears. Due to the upslope at the SS+FB crosswalk, that would delay traffic"; the sound waves would be projected toward the pavement, "Would be helpful to have auditory cue that cars were which may have contributed to the perceived difficulty of hear- rolling across further down the lane, like a single speed ing the sound strips at that approach. bump or something"; Participants in the posttests were asked several questions "Something to make them slow down"; about the sound strips and about the push-button locator "Modify to push button to change light and make them tone and audible information on the flashing beacon (Table 3). stop for that lane too; very short sound/message to know For these questions, participants were asked to rate the its working"; and extent of their agreement, with 1 being strongly disagree and "Audible signal that lets you know when cars are yielding; 5 strongly agree. can't trust them all to stop for you." The questions about the sound strips were about both cor- ners, so the problems some participants had in hearing the To the same question in the posttest, several individuals strips on the southeast corner can be expected to have influ- responded very positively to the sound strips, mainly suggest- enced their ratings. Two qualified their responses about the ing that the sound strips needed to be louder and more con- sound strips by "when I could hear them." Others commented sistent in providing a sound when vehicles were moving at a on not hearing slower cars on the strips. Overall, the responses slower speed. An interesting comment from one individual to the treatments were mixed, as was noted in the performance was that she was more confident in the pretest, but she'd real- measures. ized during the posttest that she'd just not heard some of the cars the first time. In the SS condition, she heard the vehicles Impact on Vehicular Traffic approaching from further away and realized that she'd been stepping out in front of cars in the channelized lane in the The channelized turn lane enabled vehicular traffic to bypass pretest condition. This realization was accurate and matches the busy intersection of a four-lane and a six-lane arterial. Both the performance data for this participant. In the pretest, a car CTL locations featured long 275- and 300-ft deceleration lanes sometimes entered the CTL just as this participant started measured from the beginning of the crosswalk. These allowed crossing. Since she walked very quickly, and since drivers right-turning traffic to avoid any through-movement queues