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• 1. [Article] Safety Effectiveness of Pedestrian Crossing Enhancements

  Over the last decade, the Oregon DOT and other agencies have systematically implemented many pedestrian crossing enhancements (PCEs) across the state. This study explored the safety performance of these ...

  Citation × Citation Citation Abstract Copy Title: Safety Effectiveness of Pedestrian Crossing Enhancements Author: Monsere, Christopher M., Figliozzi, Miguel, Kothuri, Sirisha, Razmpa, Ali, Hazel, Daniel R. Year: 2016 Over the last decade, the Oregon DOT and other agencies have systematically implemented many pedestrian crossing enhancements (PCEs) across the state. This study explored the safety performance of these enhanced crossing in Oregon. Detailed data were collected on 191 crossings. Supplemental data items included crossing location information, route characteristics, surrounding land use and crossing enhancement descriptions. Pedestrian volume at the crossing locations was a highly desirable but unavailable data element. To characterize pedestrian activity, a method was developed to estimate ranges for pedestrian crosswalk activity levels based on the land use classification at the census block level and the presence of pedestrian traffic generators such as bus stops, schools, shopping centers and hospitals within a 0.25-mile radius. Each crosswalk was categorized into one of six levels of activity – very low, low, medium-low, medium, medium-high and high. Crash data for the 2007-2014 period were assembled for the safety analysis. After filtering, 62 pedestrian crashes and 746 rear-end crashes were retained for further analysis. The crash data were merged and analyzed. Crash patterns and risk ratios were explored. The most important trend observed was a shift (reduction) in the pedestrian crash severity after the installation of the crosswalk treatments. This shift was from fatal and injury A crash type to lower severity crashes of injury B and injury C. For pedestrian crashes, increases in the risk ratio were observed for increases in the number of lanes, the posted speed, and estimated pedestrian activity level. Similar trends were observed for rear-end crashes. Due to data limitations, subsequent safety analysis focused on installations of RRFB crossing enhancements. A CMF for RRFB installations was estimated. The CMFS for pedestrian crashes are 0.64 +/- 0.26 using a simple before-after analysis; for rear-end crashes: 0.93 +/- 0.22 using an empirical Bayes analysis approach. Title: Safety Effectiveness of Pedestrian Crossing Enhancements Author: Monsere, Christopher M., Figliozzi, Miguel, Kothuri, Sirisha, Razmpa, Ali, Hazel, Daniel R. Year: 2016 Over the last decade, the Oregon DOT and other agencies have systematically implemented many pedestrian crossing enhancements (PCEs) across the state. This study explored the safety performance of these enhanced crossing in Oregon. Detailed data were collected on 191 crossings. Supplemental data items included crossing location information, route characteristics, surrounding land use and crossing enhancement descriptions. Pedestrian volume at the crossing locations was a highly desirable but unavailable data element. To characterize pedestrian activity, a method was developed to estimate ranges for pedestrian crosswalk activity levels based on the land use classification at the census block level and the presence of pedestrian traffic generators such as bus stops, schools, shopping centers and hospitals within a 0.25-mile radius. Each crosswalk was categorized into one of six levels of activity – very low, low, medium-low, medium, medium-high and high. Crash data for the 2007-2014 period were assembled for the safety analysis. After filtering, 62 pedestrian crashes and 746 rear-end crashes were retained for further analysis. The crash data were merged and analyzed. Crash patterns and risk ratios were explored. The most important trend observed was a shift (reduction) in the pedestrian crash severity after the installation of the crosswalk treatments. This shift was from fatal and injury A crash type to lower severity crashes of injury B and injury C. For pedestrian crashes, increases in the risk ratio were observed for increases in the number of lanes, the posted speed, and estimated pedestrian activity level. Similar trends were observed for rear-end crashes. Due to data limitations, subsequent safety analysis focused on installations of RRFB crossing enhancements. A CMF for RRFB installations was estimated. The CMFS for pedestrian crashes are 0.64 +/- 0.26 using a simple before-after analysis; for rear-end crashes: 0.93 +/- 0.22 using an empirical Bayes analysis approach. Close

• 2. [Article] Safety Effectiveness of Pedestrian Crossing Treatments

  Over the last decade, the transportation agencies in Oregon have systematically enhanced many pedestrian crossings at mid-block locations with Rectangular Rapid Flashing Beacons (RRFBs), Flashing Yellow ...

  Citation × Citation Citation Abstract Copy Title: Safety Effectiveness of Pedestrian Crossing Treatments Author: Monsere, Christopher Year: 2017 Over the last decade, the transportation agencies in Oregon have systematically enhanced many pedestrian crossings at mid-block locations with Rectangular Rapid Flashing Beacons (RRFBs), Flashing Yellow Beacons (Flash), and high visibility crosswalk markings (Hi-Vis). Enhancements often included the installation of refuge medians. This study explored the safety performance of these enhanced crossings, categorized by enhancement type. Data were collected on 191 crossings that included installation year, geometric features, surrounding land use, traffic volumes, and the number of crashes. Because pedestrian volume at the locations was unavailable, a pedestrian activity level variable was developed. Target crashes for analysis were identified as pedestrian and rear-end. The analysis of the before-after crash patterns showed a reduction in the pedestrian crash severity after the installation of the crosswalk enhancements. Risk ratios, calculated by the unadjusted crash frequency relative to the years of operation in each analysis category, were calculated. For pedestrian crashes, risk ratios increased with the number of lanes, posted speed, and estimated pedestrian activity level. Similar trends were observed for rear-end crashes. Due to sample size limitations, safety effectiveness was only estimated for the 19 RRFBs locations. Lack of pedestrian volumes limited the development of a safety performance function (SPF) for the pedestrian crash types. However, a rear-end crash SPF was estimated. Standard methods to estimate a crash modification factor (CMF) were attempted. The recommended CMF for pedestrian crashes is 0.64 +/- 0.26 using a simple before-after analysis and 0.93 +/- 0.22 for rear-end crashes using an empirical Bayes analysis. The final report that the presentation is derived from is available: https://doi.org/10.15760/trec.168 Title: Safety Effectiveness of Pedestrian Crossing Treatments Author: Monsere, Christopher Year: 2017 Over the last decade, the transportation agencies in Oregon have systematically enhanced many pedestrian crossings at mid-block locations with Rectangular Rapid Flashing Beacons (RRFBs), Flashing Yellow Beacons (Flash), and high visibility crosswalk markings (Hi-Vis). Enhancements often included the installation of refuge medians. This study explored the safety performance of these enhanced crossings, categorized by enhancement type. Data were collected on 191 crossings that included installation year, geometric features, surrounding land use, traffic volumes, and the number of crashes. Because pedestrian volume at the locations was unavailable, a pedestrian activity level variable was developed. Target crashes for analysis were identified as pedestrian and rear-end. The analysis of the before-after crash patterns showed a reduction in the pedestrian crash severity after the installation of the crosswalk enhancements. Risk ratios, calculated by the unadjusted crash frequency relative to the years of operation in each analysis category, were calculated. For pedestrian crashes, risk ratios increased with the number of lanes, posted speed, and estimated pedestrian activity level. Similar trends were observed for rear-end crashes. Due to sample size limitations, safety effectiveness was only estimated for the 19 RRFBs locations. Lack of pedestrian volumes limited the development of a safety performance function (SPF) for the pedestrian crash types. However, a rear-end crash SPF was estimated. Standard methods to estimate a crash modification factor (CMF) were attempted. The recommended CMF for pedestrian crashes is 0.64 +/- 0.26 using a simple before-after analysis and 0.93 +/- 0.22 for rear-end crashes using an empirical Bayes analysis. The final report that the presentation is derived from is available: https://doi.org/10.15760/trec.168 Close