NYMTC Regional Pedestrian Safety Study - New York Metropolitan ...
NYMTC Regional Pedestrian Safety Study - New York Metropolitan ... NYMTC Regional Pedestrian Safety Study - New York Metropolitan ...
The channelization by splitter islands (see Figure 5.8) improves pedestrian safety further by providing a pedestrian refuge between traffic traveling in different directions. With the splitter islands, pedestrians can cross the intersection in two stages and need to pay attention to vehicles approaching from only one direction at a time. Pedestrian crossings are uncontrolled, and therefore might be a safety concern if not well designed. The design should include splitter islands, which deflect approaching vehicles and thereby slow them and which ensure that the pedestrian has to watch for traffic approaching from one direction only. The crosswalk should also be recessed so approaching vehicles watching for traffic that is in the circle are not in conflict with crossing pedestrians. A Dutch study of 181 intersections that were converted to roundabouts found a reduction in all types of crashes of 51 percent. The reduction in pedestrian crashes was 73 percent and in pedestrian injury crashes was 89 percent. (Robinson et al., 2000) Figure 5.10 Roundabout in Suffolk County The public’s reaction to plans for implementing roundabouts has been negative, perhaps due to memories of the earlier rotaries. However, a survey by NYSDOT indicates that after drivers have experienced the roundabouts they are more accepting. See Table 5.2 below. Table 5.2 NYSDOT Survey of Public Acceptance of Roundabouts Public Acceptance Low Moderate High Before Construction 29% 59% 12% After Construction 3% 42% 55% Source: A Citizen’s Guide to Roundabouts, NYSDOT, 2004B. Neighborhood Traffic Circles: Neighborhood traffic circles (sometimes called mini-circles) also require traffic generally to circulate counterclockwise around a center island, but in contrast to roundabouts, they do not have yield control at the entrance or splitter islands. They are typically used in very low volume, residential locations. The radius of the center island is frequently tight, making circulation by large vehicles difficult; one solution is to use mountable curbs on the center island. Additionally, large vehicles may be allowed to turn left in front of the center circle (that is, circulate clockwise). Seattle found a 90 percent reduction in crashes of all types with neighborhood traffic circles. (Harkey and Zegeer, 2004) Narrowings: There are two types of narrowings, center island narrowings and roadway narrowings. Center island narrowings are used as gateways to residential and/or business areas. NYMTC Pedestrian Safety Study 68
Roadway narrowings are used to provide a visual effect to the drivers that they have to slow down. Often roadway narrowings are combined with pedestrian crossings. They can also be used to simplify traffic patterns. Center Island Narrowings: The main functions of center island narrowings are speed reduction, alerting drivers to a change in driving environment, and sometimes as a warning of pedestrian activity. Usually the lane width is narrowed to less than 11 feet and sometimes it is combined with a pedestrian crossing. The narrowing may be combined with the start of a bike lane. Usual locations for narrowings include: Gateways to residential/business areas: Driver senses a change in driving environment and is forced to slow down due to a change in the lane alignment and lane width. Midblock medians/ median slow points: Driver is forced to reduce speed due to a change in lane alignment and reduced lane width. Median narrowings may further reduce the traffic volume that passes by that roadway. Pedestrian Crossings: Narrowings are also used in places where pedestrian crossing is needed but a signal is not warranted. They are less expensive and less intrusive than signals, requiring relatively less maintenance. Road Diets: A road diet, like any other diet, slims down the travel lanes and reconfigures road space for other uses. The concept of a road diet is basically a more systematic application of narrowings. Some roads may be designed with multiple lanes to handle peak traffic that occurs for as little as 30 minutes a day. This space may better be used through a road diet with this space accommodating on-street parking, medians, center turn lanes, and/or bike lanes. Figure 5.11 shows one example of a typical road diet. Which roadway carries the most traffic? It depends. Both are about equal up to 15,000 ADT or so; three lanes perform better if there are a lot of left turns. The four-lane option allows drivers to pass others at high speeds. The results of an implementation of five road diets in San Francisco’s Mission District showed no real change in ADT with an increase in bicycle ridership (ADT between 10,000 – 25,000 including Valencia Street). Figure 5.11 Example of a Road Diet NYMTC Pedestrian Safety Study 69
- Page 25 and 26: • Updating and creating new stand
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Roadway narrowings are used to provide a visual effect to the drivers that they have to slow<br />
down. Often roadway narrowings are combined with pedestrian crossings. They can also be<br />
used to simplify traffic patterns.<br />
Center Island Narrowings: The main functions of center island narrowings are speed reduction,<br />
alerting drivers to a change in driving environment, and sometimes as a warning of pedestrian<br />
activity. Usually the lane width is narrowed to less than 11 feet and sometimes it is combined<br />
with a pedestrian crossing. The narrowing may be combined with the start of a bike lane.<br />
Usual locations for narrowings include:<br />
Gateways to residential/business areas: Driver senses a change in driving environment and is<br />
forced to slow down due to a change in the lane alignment and lane width.<br />
Midblock medians/ median slow points: Driver is forced to reduce speed due to a change in lane<br />
alignment and reduced lane width. Median narrowings may further reduce the traffic volume that<br />
passes by that roadway.<br />
<strong>Pedestrian</strong> Crossings: Narrowings are also used in places where pedestrian crossing is needed<br />
but a signal is not warranted. They are less expensive and less intrusive than signals, requiring<br />
relatively less maintenance.<br />
Road Diets: A road diet, like any other diet, slims down the travel lanes and reconfigures road<br />
space for other uses. The concept of a road diet is basically a more systematic application of<br />
narrowings. Some roads may be designed with multiple lanes to handle peak traffic that occurs<br />
for as little as 30 minutes a day. This space may better be used through a road diet with this<br />
space accommodating on-street parking, medians, center turn lanes, and/or bike lanes.<br />
Figure 5.11 shows one example of a typical road diet. Which roadway carries the most traffic?<br />
It depends. Both are about equal up to 15,000 ADT or so; three lanes perform better if there are<br />
a lot of left turns. The four-lane option allows drivers to pass others at high speeds. The results<br />
of an implementation of five road diets in San Francisco’s Mission District showed no real<br />
change in ADT with an increase in bicycle ridership (ADT between 10,000 – 25,000 including<br />
Valencia Street).<br />
Figure 5.11 Example of a Road Diet<br />
<strong>NYMTC</strong> <strong>Pedestrian</strong> <strong>Safety</strong> <strong>Study</strong> 69
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