#02 - Cross Walk Discussion - Laserfiche WebLink

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• Where the speed limit exceeds 64.4 km/h (40 mi/h). • On a roadway with four or more lanes without a raised median or crossing island that has (or will soon have) an ADT of 12,000 or greater. • On a roadway with four or more lanes with a raised median or crossing island that has (or soon will have) an ADT of 15,000 or greater. GENERAL SAFETY CONSIDERATIONS Since sites in this study were confined to those having no traffic signal or stop sign on the main street approaches to the crosswalk, it follows that these results do not apply to crossings controlled by traffic signals, stop or yield signs, traffic-calming treatments, or other devices. These results also do not apply to school crossings, since such sites were purposely excluded from the site selection process. The results of this study have some clear implications on the placement of marked crosswalks and the design of safer pedestrian crossings at uncontrolled locations. Pedestrian crashes are relatively rare at uncontrolled pedestrian crossings (1 crash every 43.7 years per site in this study); however, the certainty of injury to the pedestrian and the high likelihood of a severe or fatal injury in a high-speed crash make it critical to provide a pedestrian-friendly transportation network. Marked crosswalks alone (i.e., without traffic-calming treatments, traffic signals with pedestrian signals when warranted, or other substantial improvement) are not recommended at uncontrolled crossing locations on multilane roads (i.e., four or more lanes) where traffic volume exceeds approximately 12,000 vehicles per day (with no raised medians) or approximately 15,000 ADT (with raised medians that serve as refuge areas). This recommendation is based on the analysis of pedestrian crash experience, as well as exposure data and site conditions described earlier. To add a margin of safety and/or to account for future increases in traffic volume, the authors recommend against installing marked crosswalks alone on two- lane roads with ADTs greater than 12,000 or on multilane roads with ADTs greater than 9,000 (with no raised median). This study also recommends against installing marked crosswalks alone on roadways with speed limits higher than 64.4 km/h (40 mi/h) based on the expected increase in driver stopping distance at higher speeds. (Few sites were found for this study having marked crosswalks where speed limits exceeded 64.4 km/h (40 mi/h).) Instead, enhanced crossing treatments (e.g., traffic-calming treatments, traffic and pedestrian signals when warranted, or other substantial improvement) are recommended. Specific recommendations are given in table 11 regarding installation of marked crosswalks and other crossing measures. It is important for motorists to understand their legal responsibility to yield to pedestrians at marked and unmarked crosswalks, which may vary from State to State. Also, pedestrians should use caution when crossing streets, regardless of who has the legal right- of-way, since it is the pedestrian who suffers the most physical injury in a collision with a motor vehicle. On two-lane roads and lower volume multilane roads (ADTs less than 12,000), marked crosswalks were not found to have any positive or negative effect on pedestrian crash rates at the study sites. Marked crosswalks may encourage pedestrians to cross the street at such sites. However, it is recommended that crosswalks alone (without other crossing enhancements) not be installed at locations that may pose unusual safety risks to pedestrians. Pedestrians should not be encouraged to cross the street at sites with limited sight distance, complex or confusing designs, or at sites with certain vehicle mixes (many heavy trucks) or other dangers unless adequate design features and/or traffic control devices are in place. At uncontrolled pedestrian crossing locations, installing marked crosswalks should not be regarded as a magic cure for pedestrian safety problems. However, marked crosswalks also should not be considered as 52