Guidance to Improve Pedestrian and Bicyclist Safety at Intersections (2020) / Chapter Skim
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Pages 83-96
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From page 83... ...
83 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Chapter 6: Final Countermeasure Selection This chapter provides a more in-depth look at some of the components related to project framing (Chapter 1) , and builds on the processes for identifying an initial list of potential countermeasures (Chapter 4)
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From page 84... ...
84 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS These steps can fit within an agency's larger process for identifying design solutions. Each step requires a varying degree of public or political support which will need to be considered.
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From page 85... ...
85 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Table 29. Design Trade-Offs of Safety Countermeasures Spatial Impact Estimated Cost Maintenance Cost Public Process Motorists Pedestrians Bicyclists Operations User Comfort Safety Operations User Comfort Safety Operations User Comfort Safety Active Warning Beacons Small $$ $$ 1 + / − + / − + / − + / − + + + / − + + Advance Stop/ Yield Lines Small $ $ 1 + / − + / − + + / − ++ ++ + / − ++ ++ All-Walk Phase Small $ $ 3 − − ++ ++ − − ++ ++ − − ++ ++ Bicycle Lane Extension Through Intersections Moderate $ $ 1 + / − + + / − + / − + / − + / − + / − + + Bicycle Signals Small $$ $$ 1 + / − + / − + / − + / − + / − + / − + / − ++ + Bike Boxes Moderate $$ $$ 1 − + + / − + / − ++ + + ++ + Continuous Raised Medians Moderate $$$ $$ 4 + / − + / − + − + ++ − + ++ or Hardened Centerlines Small $ $ 1 + / − + / − + − + ++ − + ++ Crossing Barriers Moderate $$ $$ 5 ++ ++ ++ − − − − ++ − − − − ++ Crossing Islands Moderate $$ $$ 3 + / − + / − + ++ ++ ++ ++ ++ ++ Curb Extensions Moderate $$ $$ 1 + / − ++ + / − ++ ++ + ++ ++ + Curb Radius Reduction Moderate $$ $$ 1 − − − + ++ ++ ++ ++ ++ ++ Gateway Treatments Small $ $ 1 + / − − + / − + + ++ + + ++ Grade-Separated Crossings Large $$$$ $$$$ 5 + / − ++ ++ − − − − ++ − − − − ++ High-Visibility Crosswalk Markings Small $ $ 1 + / − + + / − + + + + + + In-Street Pedestrian Crossing Signs Small $ $ 1 + / − − + / − + + + + + + Leading Bicycle Interval Small $$ $$ 1 − + + / − + + + + + + Leading Pedestrian Interval Small $ $ 1 − + + / − + ++ + + ++ + Lighting Small $$ $$ 4 + + ++ + + ++ + + ++
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From page 86... ...
86 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Spatial Impact Estimated Cost Maintenance Cost Public Process Motorists Pedestrians Bicyclists Operations User Comfort Safety Operations User Comfort Safety Operations User Comfort Safety Mini-Traffic Circles Large $$ $$ 4 − − + − − + − − + / − Mixing Zone Treatments Moderate $$ $$ 3 + + / − + / − + / − + / − + / − + / − − + No-Turn-on-Red Signs Small $ $ 1 − − + / − ++ ++ ++ ++ ++ ++ ++ Parking Restrictions at Crossing Locations/ Daylighting Moderate $ $ 2 + / − + ++ + + ++ + + ++ Passive Bicycle Signal Detection Small $$ $$ 1 + / − + / − + / − + / − + / − + / − ++ ++ + Pedestrian Countdown Signals Small $$ $$ 1 + / − + / − + / − + ++ ++ + ++ ++ Pedestrian Hybrid Beacon Small $$$ $$$ 4 − + + + ++ ++ + ++ ++ Protected Intersections Large $$$$ $$$$ 3 − ++ + + ++ ++ ++ ++ ++ Protected Phases Small $ $ 4 − − ++ + − − ++ ++ − − ++ ++ Raised Crossings Moderate $$ $$ 3 − − + ++ ++ ++ ++ ++ ++ Rectangular Rapid Flashing Beacon Small $$ $$ 1 + / − + / − + / − + / − + + + + + Road Diet/ Rechannelization Large $$ $$ 5 − + / − ++ ++ ++ ++ ++ ++ ++ Roundabouts Large $$$$ $$$$ 5 + + + + + + − + / − + − + / − Signal Timing Small $ $ 3 + / − + / − + + + + + + + Traffic Signals Small $$$$ $$$$ 3 + / − + + / − + / − + + / − + / − + + / − Two-Stage Bicycle Turn Queue Boxes Small $ $ 1 + / − + + / − + / − + + / − + / − + + / − KEY ++ very positive benefit + positive benefit + / − neutral − disbenefit − − strong disbenefit Relative Cost $ = <2,500 $$ = 2,500–49,999 $$$ = 50,000–150,000 $$$$ = >150,000 Public Process 1. No public process, engineering decision 2.
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From page 87... ...
87 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Following this initial assessment, some potential countermeasures may drop from consideration, because they provide insufficient benefit for the priority user, or because the impact to a particular mode in the applicable context is too great based on the agency's policies, goals, or standards. Additional criteria typically need to be applied to narrow down the options to a preferred treatment.
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From page 88... ...
88 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Figure 40. Stakeholders gather for a field visit to better understand opportunities and constraints along a transit corridor in Orlando, Florida. Source: Kittelson & Associates, Inc.
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From page 89... ...
89 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS • Manual on Uniform Traffic Control Devices. The MUTCD is a federal document regulating the design and use of traffic control devices such as pavement markings (e.g., crosswalks)
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From page 90... ...
90 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS When design flexibility is needed to effectively implement a priority intersection safety treatment, practitioners should apply the three key elements of a flexible design approach: engineering judgment, documentation, and experimentation. • Engineering judgment involves the professional analysis of relevant data, and the application of appropriate principles and techniques to solve engineering challenges.
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From page 91... ...
91 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS the process, it is desirable to consider the following performance-based considerations to improve safety for pedestrians and bicyclists: • The vulnerability of the pedestrians and bicyclists compared to the motorists • The system impact of improvements to expand a bicycle or pedestrian network • The impact of comfort on the choice of a person to walk or bicycle (e.g., provision of physical separation between motorists and people walking or bicycling, the size of refuge islands) • The impact of motorist comfort operating in potential conflict with, or close proximity to, vulnerable users (e.g., shared lanes versus bicycle lanes, protected phasing versus permissive phasing)
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From page 92... ...
92 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Nickerson Street: Applying Performance-Based Street Design in Washington The Seattle Department of Transportation (SDOT) used performance-based street design principles to implement the first of many strategic road diets, or "rechannelizations," on the Nickerson Street corridor in the city's Queen Anne neighborhood.
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From page 93... ...
93 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS Costs NCHRP Web-Only Document 220: Estimating the Life-Cycle Cost of Intersection Designs (Rodegerdts et al.
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From page 94... ...
94 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS for motorists is maximized, disproportionately limits pedestrian access and can have serious impacts on mobility-challenged people (see Figure 43)
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From page 95... ...
95 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS idling at the intersection (e.g., through accommodating more trips via other modes)
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From page 96... ...
96 GUIDANCE TO IMPROVE PEDESTRIAN AND BICYCLIST SAFETY AT INTERSECTIONS The preliminary design phase provides a vital opportunity for practitioners to weigh the design trade-offs of potential intersection treatments, assess the benefits and costs of each option, and select the intersection design that best aligns with the transportation and land use contexts and supports operations, safety, and comfort for all intersection users. The task of establishing and implementing a design process that encourages the consideration and assessment of flexible design solutions ultimately falls on individual transportation agencies.
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