Guidance to Improve Pedestrian and Bicyclist Safety at Intersections (2020) / Chapter Skim
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Pages 65-82
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From page 65... ...
65 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Chapter 5: Refine the Countermeasure Options After developing a preliminary list of countermeasures that address the location's crash types and safety issues of interest (Chapter 4) , it is necessary to assess the appropriateness of each countermeasure within the project's transportation and land use context.
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From page 66... ...
66 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Balancing Multimodal Needs The community's transportation policies and land uses (both existing and future) should inform decisions about the community's transportation infrastructure.
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From page 67... ...
67 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Integrating the transportation and land use contexts also helps ensure that safety investments remain effective well into the future. A planned high-capacity transit route, anticipated shifts in development intensity, or long-term demographic shifts can all change the way a transportation system is used.
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From page 68... ...
68 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Approach • Conduct field review • Conduct interviews with key stakeholders • Review local plans and policy documents • Create maps of key destinations and environmental features using GIS data from the local jurisdiction Application • Prioritizing countermeasures based on planned future uses, with the goals of increasing multimodal equity and serving priority users (e.g., prioritizing pedestrian crossing times because the project is located along a Safe Routes to School corridor)
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From page 69... ...
69 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Intersection-specific safety projects may only fall within one land use context category, while corridor or jurisdiction-wide projects may include intersections that fall within different land use contexts. Because countermeasure appropriateness will vary based on land use, practitioners should clearly document which project locations fall within which land use context categories.
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From page 70... ...
70 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS coverage, lot size, lot frontage, block dimensions, maximum building height, and building setback dimensions. The Smart Transportation Guidebook recommends using a mix of plans and community outreach to establish the planned future land use context for a project area (NJDOT & PADOT 2008)
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71 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS T-3. What is the role of the intersection within the area?
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From page 72... ...
72 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS community is located within ¼ mile of the intersection and its associated transit stop) • Revisiting and refining countermeasures based on the location and quality of bicycle and pedestrian facilities Defining the Project Roadway Type Roadways are typically classified based on their network function and the connectivity provided between and within activity centers.
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From page 73... ...
73 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS consequences of this approach for pedestrians and bicyclists, practitioners should take a holistic view of the intersection, considering the answers to the questions posed above. Community goals, local plans and policies, planned land use changes, and the intersection's role within regional walking, biking, transit, freight, and automobile networks should all be considered when defining the intersection's governing roadway type.
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From page 74... ...
74 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS of-way, infrastructure, and operational constraints. For example, a roundabout may appear to be a good countermeasure at a location that experiences turning conflicts between motorists, bicyclists, and pedestrians, though there are concerns about negative safety impacts on the vision disabled as well as pedestrians and bicyclists (Rodegerdts et al.
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From page 75... ...
75 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS 5.5 Define Policy and Financial Context As highlighted in Chapter 1, knowledge of the local policy and financial context can support efforts to align proposed safety projects with local interests. For example, if other types of roadway or infrastructure (e.g., sewer)
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76 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS PF-1. What is the policy and financial context?
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From page 77... ...
77 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Identifying Project Users Practitioners should revisit the questions posed in Section 5.3 to identify project users and user needs. Based on land use and transportation contexts, project users can include pedestrians, bicyclists, motorists, passengers in transit vehicles, and freight.
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From page 78... ...
78 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Table 28. Conceptual Priority User Identification Matrix Typical Characteristics* Rural Rural Town Suburban Urban Urban Core Local Road Vehicle Speed Medium Low Low Low Low Bike Demand Low Medium to High Low to Medium Medium to High High Pedestrian Demand Low Medium Medium High High Priority User Auto Pedestrian Auto/Bicycle/Ped Bicycle/Ped Bicycle/Ped Collector Road Vehicle Speed High Medium High Low Low Bike Demand Low Medium Low to Medium High High Pedestrian Demand Low Medium Low High High Priority User Auto Auto/Ped Auto/Bicycle Bicycle/Ped Bicycle/Ped Minor Arterial Vehicle Speed High High High Medium Medium Bike Demand Low Low Low to Medium Medium High Pedestrian Demand Low Low Low Medium High Priority User Auto Auto Auto Auto/Bicycle/Ped Bicycle/Ped Principal Arterial Vehicle Speed High High High High Medium Bike Demand Low Low Low Medium Medium Pedestrian Demand Low Low Low Medium Medium Priority User Auto Auto Auto Auto Auto/Bicycle/Ped *
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From page 79... ...
79 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS 5.7 Refine the List of Potential Countermeasures The initial list of countermeasures developed as described in Chapter 4 should now be refined to remove countermeasures which are not viable or practical due to one of the following conditions: • Land use context (Section 5.2)
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80 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS The next challenge is getting an identified solution programmed for implementation. Practitioners must be able to explain the purpose and need for a specific safety improvement to the public, stakeholders, and decision-makers.
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From page 81... ...
81 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Mode Split • Percentage of total trips by transportation mode. This measure can show whether and how bicycle and pedestrian mode share at the intersection has changed over time.
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From page 82... ...
82 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Adherence to Traffic Laws or Observations of Risky Behavior • How well pedestrians, bicyclists, and motorists obey traffic laws at the intersection. Locations with poor traffic control compliance or where people exhibit risky behavior typically indicate an area of need (e.g., jaywalking at locations with long cycle lengths and gaps in traffic, crossing outside of a crosswalk at intersections where only one leg is marked)
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