Relevant bibliographies by topics / Pedestrian crosswalks. Traffic signs and signals

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Academic literature on the topic 'Pedestrian crosswalks. Traffic signs and signals'

Author: Grafiati
Published: 4 June 2021
Last updated: 11 February 2022

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Journal articles on the topic "Pedestrian crosswalks. Traffic signs and signals"

1

Fricker, Jon D., and Yunchang Zhang. "Modeling Pedestrian and Motorist Interaction at Semi-Controlled Crosswalks: The Effects of a Change from One-Way to Two-Way Street Operation." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 11 (June 14, 2019): 433–46. http://dx.doi.org/10.1177/0361198119850142.

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A large number of crosswalks are indicated by pavement markings and signs, but are not signal-controlled. In this paper, such a location is called “semi-controlled.” At locations where such a crosswalk has moderate amounts of pedestrian and vehicle traffic, pedestrians and motorists often engage in a non-verbal “negotiation” to determine who should proceed first. This paper describes the detailed analysis of video recordings of more than 3,400 pedestrian–motorist interactions at semi-controlled crosswalks. The study also took advantage of a conversion from one-way operation in spring 2017 to two-way operation in spring 2018 on the street chosen for data collection and analysis. This permitted before and after studies at the same location. The pedestrian models used mixed effects logistic regression and binary logistic regression to identify factors that influence the likelihood of a pedestrian crossing under specified conditions. The complementary motorist models used generalized ordered logistic regression to identify factors that impact a driver’s likelihood of decelerating, which was found to be a more useful factor than likelihood of yielding to pedestrian. The data showed that 56.5% of drivers slowed down or stopped for pedestrians on the one-way street. This value rose to 63.9% on the same street after it had been converted to two-way operation. Moreover, two-way operation eliminated the effects of the presence of other vehicles on driver behavior. Relationships were found that can lead to policies and control strategies designed to improve the operation of such a crosswalk.
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Thomson, Jessica L., Melissa H. Goodman, and Alicia S. Landry. "Assessment of neighborhood street characteristics related to physical activity in the Lower Mississippi Delta." Health Promotion Perspectives 9, no. 1 (January 23, 2019): 24–30. http://dx.doi.org/10.15171/hpp.2019.03.

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Background: Physical activity levels were low for pregnant and postpartum participants in a diet and physical activity intervention. To explore micro level characteristics of participants’neighborhoods related to physical activity, an ancillary study was conducted. Methods: This cross-sectional study encompassed the neighborhood street segments of women participating in a diet and physical activity intervention that was conducted in the Lower Mississippi Delta. A neighborhood was defined as all street segments within one-fourth walking mile of a participant’s home address. Street segments were measured using the Rural Active Living Assessment’s Street Segment Assessment tool. In the field and on foot, raters measured street segments using neighborhood maps with segments identified. Results: Mean street segment length was 0.22 miles (SD = 0.14). All segments had flat terrain with residential (98%), open spaces (74%), and public/civic (34%) as the most prevalent land uses. Almost three-fourths of segments did not have any sidewalks (69%), sidewalk buffers or defined shoulders (73%), crosswalks or pedestrian signage (69%), or posted speed limits (74%).However, 88% had stop signs and almost all (96%) had street lighting and were paved multi lane roads (95%) with low traffic volume (90%). Most residential structures present were single family detached homes (95%) and the most common public/civic and commercial structures were churches (24%) and convenience stores (9%), respectively. Almost all of the street segments were rated as walk able (99%) and aesthetically pleasing (94%). Conclusion: Neighborhood street segments surrounding Delta Healthy Sprouts participants’homes were walk able and aesthetically pleasing. However, safety features such as sidewalks,pedestrian signage, and posted speed limit signs were lacking. To address these inadequate pedestrian safety features, infrastructure changes are needed for small rural towns.
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Hassouna, Fady M. A. "Evaluation of Pedestrian Walking Speed Change Patterns at Crosswalks in Palestine." Open Transportation Journal 14, no. 1 (April 29, 2020): 44–49. http://dx.doi.org/10.2174/1874447802014010044.

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Background: Pedestrians and vehicles are the two most important elements in designing roads and highways. However, for a long time, the designer focused on vehicle issues and did not give sufficient attention to pedestrian safety. Recently though, pedestrians have become the subject of much research and many studies. Moreover, most transportation codes include specific considerations and standards for pedestrians. One of the main pedestrian issues considered in facilities and traffic signal design is pedestrian walking speed. It is, therefore, necessary to evaluate the walking speed change patterns at crosswalks and the appropriate design walking speed for pedestrians, which can then be used to design pedestrian facilities and traffic signals. Methods: In this study, the crossing speeds of 4,301 pedestrians were collected from six different locations in Nablus, the second-most populous city in Palestine. Three of these locations were at unsignalized crosswalks, and the other three locations were at signalized crosswalks. Results: The collected data considered the factors of pedestrians’ age, gender and the type of traffic control at the crosswalk. After analyzing the collected data and performing the Z-test and ANOVA Test for each of the factors, the results showed that male pedestrians walk faster than female pedestrians. Conclusion: The study also concluded that age significantly influenced pedestrian crossing speed. Moreover, the values of pedestrian crossing speed at unsignalized crosswalks were insignificantly higher than those at signalized crosswalks. Finally, the average and 15th percentile crossing speeds were determined, since these values are critical to design pedestrian facilities and traffic signals.
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Park, Seunghoon, and Dongwon Ko. "A Multilevel Model Approach for Investigating Individual Accident Characteristics and Neighborhood Environment Characteristics Affecting Pedestrian-Vehicle Crashes." International Journal of Environmental Research and Public Health 17, no. 9 (April 29, 2020): 3107. http://dx.doi.org/10.3390/ijerph17093107.

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Walking is the most basic movement of humans and the most fundamental mode of transportation. To promote walking, it is necessary to create a safe environment for pedestrians. However, pedestrian-vehicle crashes still remain relatively high in South Korea. This study employs a multilevel model to examine the differences between the lower-level individual characteristics of pedestrian crashes and the upper-level neighborhood environmental characteristics in Seoul, South Korea. The main results of this study are as follows. The individual characteristics of pedestrian-vehicle crashes are better at explaining pedestrian injury severity than built environment characteristics at the neighborhood level. Older pedestrians and drivers suffer more severe pedestrian injuries. Larger vehicles such as trucks and vans are more likely to result in a high severity of pedestrian injuries. Pedestrian injuries increase during inclement weather and at night. The severity of pedestrian injuries is lower at intersections and crosswalks without traffic signals than at crosswalks and intersections with traffic signals. Finally, school zones and silver zones, which are representative policies for pedestrian safety in South Korea, fail to play a significant role in reducing the severity of pedestrian injuries. The results of this study can guide policymakers and planners when making decisions on how to build neighborhoods that are safer for pedestrians.
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Wang, Shuihua, Hangrong Pan, Chenyang Zhang, and Yingli Tian. "RGB-D image-based detection of stairs, pedestrian crosswalks and traffic signs." Journal of Visual Communication and Image Representation 25, no. 2 (February 2014): 263–72. http://dx.doi.org/10.1016/j.jvcir.2013.11.005.

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Idewu, Wakeel, Dogucan Mazicioglu, and Hana Naghawi. "Determining Confusion for Traditional and Experimental Pedestrian Signals in Rural and Suburban Areas in the United States." Modern Applied Science 12, no. 9 (August 14, 2018): 87. http://dx.doi.org/10.5539/mas.v12n9p87.

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Walking is a mode of travel used by billions of people daily. Facilities that promote walking such as crosswalks often involve sharing space with conflicting vehicular traffic. These areas are not immune to receiving pedestrians that either do not obey or do not understand today’s pedestrian signals, which are used to communicate periods of safe crossing. Therefore, improving comprehension would subsequently improve safety and crash rates. The Traditional Pedestrian Signal in the United States displays an illuminated man and a hand to indicate a cautionary-crossing period, a transition period, and a crossing-prohibited period. This signal type was evaluated and compared to a relatively new Experimental Pedestrian Signal. The Experimental Pedestrian Signal presented in this paper utilized the figure of a walking man changing only by the colors green, yellow, and red. Both signals were analyzed to identify the phases that best communicated the intended action. Video files depicting a Traditional and Experimental Signal were administered with a questionnaire to test the comprehension of rural and suburban participants. The results indicated that the Experimental Pedestrian Signal was not better understood than the current Traditional Signal, although a vast majority of participants preferred the Experimental Signal. The lowest comprehension occurred during the transition phase for both pedestrian signal types. The results also suggest that the interpretation of the yellow color varies by location and may invoke mixed responses if incorporated in pedestrian signals. A more appropriate solution may be to combine both symbolic and color cues into future pedestrian signals.
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Huang, Herman, Charles Zegeer, and Richard Nassi. "Effects of Innovative Pedestrian Signs at Unsignalized Locations: Three Treatments." Transportation Research Record: Journal of the Transportation Research Board 1705, no. 1 (January 2000): 43–52. http://dx.doi.org/10.3141/1705-08.

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Three types of devices that have been used in conjunction with marked crosswalks in an attempt to improve pedestrian safety were evaluated: an overhead crosswalk sign in Seattle, Washington; pedestrian safety cones (which read, “State Law: Yield to Pedestrians in Crosswalk in Your Half of Road”) in New York State and in Portland, Oregon; and pedestrian-activated overhead signs (which read, “Stop for Pedestrians in Crosswalk”) in Tucson, Arizona. The signs were used under varying traffic and roadway conditions. The effects of these three treatments on pedestrian and motorist behavior were evaluated. The variables of interest were whether pedestrians had the benefit of motorists yielding to them; whether pedestrians had to run, hesitate, or abort their crossing; and whether pedestrians crossed in the crosswalk. The New York cones and Seattle signs were effective in increasing the numbers of pedestrians who had the benefit of motorists yielding to them. At one location in Tucson, the overhead sign increased motorist yielding to pedestrians. The signs in Seattle and Tucson were effective in reducing the number of persons who had to run, hesitate, or abort their crossing. None of the treatments had a clear effect on whether people crossed in the crosswalk. By themselves, these devices cannot ensure that motorists will slow down and yield to pedestrians. It is essential to use these and other devices along with education and enforcement, but creation of friendlier pedestrian environments (e.g., by means of implementing geometric improvements) for the purpose of reducing vehicle speeds may be more important.
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Jordan, Gihon. "Child Pedestrian–Car Crashes Near Schools Are a Small Percentage of Total Child Pedestrian Crashes in Philadelphia." Transportation Research Record: Journal of the Transportation Research Board 1636, no. 1 (January 1998): 132–37. http://dx.doi.org/10.3141/1636-21.

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An analysis was conducted of 2,167 pedestrian-car crashes reported by the Philadelphia Police Department in 1994. Age, sex, location, type and severity of injury, and neighborhood of victim and driver were taken directly from the police reports. The pedestrian’s actions were coded into 43 categories using the description in the police report. The unique aspect of this research is that the distance to the nearest school was measured and included in the database. The impetus to create this database was a politician’s demand that School 15 mph flasher signs be installed at the over 500 schools in Philadelphia. Only three schools in Philadelphia had school flashers when these data were collected in 1994. Most schools had School Crossing signs and School 15 mph speed limit signs where appropriate. There were about 600 school crossing guards in 1994. The data indicate that few children are injured by cars near schools during opening, recess, and closing times. More children are injured en route to or from school, but not near the school. A greater number are injured while playing after returning home from school than are injured during the trip to or from school combined. Thus, an implementation of in-school child traffic safety education, installation of new strong yellow-green School Crossing signs, and targeted and advertised enforcement of motor vehicle laws would be better responses to child traffic safety than the wholesale installation of flashing school speed limit signs. The data also confirm that dart-outs, other nonintersection crossings, traffic signals, and playing in the street are the principal crash types for children. Philadelphia has a very high rate of unlicensed, unregistered, and uninsured drivers (estimated at over 40 percent). Enforcement is lax, and the traffic court dismisses most moving violation cases. Children deserve to be made safer 24 hours a day, 365 days a year. Flashers cannot do that because only a small percentage of crashes occur near schools during school hours and because flashers are ineffective in reducing speeds and car-pedestrian crashes near schools.
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Park, Seung-Hoon, and Min-Kyung Bae. "Exploring the Determinants of the Severity of Pedestrian Injuries by Pedestrian Age: A Case Study of Daegu Metropolitan City, South Korea." International Journal of Environmental Research and Public Health 17, no. 7 (March 31, 2020): 2358. http://dx.doi.org/10.3390/ijerph17072358.

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Pedestrian-vehicle crashes can result in serious injury to pedestrians, who are exposed to danger when in close proximity to moving vehicles. Furthermore, these injuries can be considerably serious and even lead to death in a manner that varies depending on the pedestrian’s age. This is because the pedestrian’s physical characteristics and behaviors, particularly in relation to roads with moving vehicles, differ depending on the pedestrian’s age. This study examines the determinants of pedestrian injury severity by pedestrian age using binary logistic regression. Factors in the built environment, such as road characteristics and land use of the places where pedestrian crashes occurred, were considered, as were the accident characteristics of the pedestrians and drivers. The analysis determined that the accident characteristics of drivers and pedestrians are more influential in pedestrian-vehicle crashes than the factors of the built environmental characteristics. However, there are substantial differences in injury severity relative to the pedestrian’s age. Young pedestrians (aged under 20 years old) are more likely to suffer serious injury in school zones; however, no association between silver zones and injury severity is found for elderly pedestrians. For people in the age range of 20–39 years old, the severity of pedestrian injuries is lower in areas with more crosswalks and speed cameras. People in the age range of 40–64 years old are more likely to be injured in areas with more neighborhood streets and industrial land use. Elderly pedestrians are likely to suffer fatal injuries in areas with more traffic signals. This study finds that there are differences in the factors of pedestrian injury severity according to the age of pedestrians. Therefore, it is suggested that concrete and efficient policies related to pedestrian age are required to improve pedestrian safety and reduce pedestrian-vehicle crashes.
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Kim, Eunjee, Hyorim Kim, Yujin Kwon, and Gwanseob Shin. "Visibility of an in-ground signal when texting while walking." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 64, no. 1 (December 2020): 1933–37. http://dx.doi.org/10.1177/1071181320641466.

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An increase in pedestrian accidents associated with smartphone use has been one of the main issues in road traffic safety research and administration. Recently, traffic lights and safety signs embedded in the ground have been introduced, but without sufficient scientific consideration. A laboratory experiment evaluated the visibility of an in-ground signal while varying its contrast and position. Twenty-three participants performed a signal detection task when conducting texting while walking on a treadmill. The signals were displayed randomly onto the ground one at a time at three different positions with three different contrasts levels and moved towards a participant. In results, the approaching signals were detected 1.7 m ~ 2.9 m in front of participants, and there were significant differences in the visibility between contrast levels and positions (p<.01). The findings suggest the importance of proper contrast level and placement when installing in- ground signals for improving their visibility by smartphone users.
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Dissertations / Theses on the topic "Pedestrian crosswalks. Traffic signs and signals"

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Bhattacharya, Prabhati. "Methodology to optimize for pedestrian delay and vehicular delay in a signal network." Diss., Columbia, Mo. : University of Missouri-Columbia, 2004. http://hdl.handle.net/10355/4097.

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Thesis (M.S.) University of Missouri-Columbia, 2004.
The entire dissertation/thesis text is included in the research.pdf file; the official abstract appears in the short.pdf file (which also appears in the research.pdf); a non-technical general description, or public abstract, appears in the public.pdf file. Title from title screen of research.pdf file viewed on (June 29, 2006) Vita. Includes bibliographical references.
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Oliver, Morris Bernard. "Audible pedestrian signals: a feasibility study." Thesis, Virginia Tech, 1989. http://hdl.handle.net/10919/44130.

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This report represents a concentrated effort that determines the feasibility of audible pedestrian signals. These signals are devices which give auditory cues to help the visually impaired cross safely at difficult intersections. Surveys were sent out to over 100 organizations, audible signal manufacturers, and cities who have knowledge of the devices, and responses were analyzed. The devices were found to be feasible but only at certain complex and confusing intersections. Twelve criteria for the installation of the devices were developed as were twelve criteria for the operation of the devices. Buzzers, constant tones, bird calls, and voice signals were examined by obtaining information from traffic engineers who had experience with each sound. It was determined that intermittent tones were the most effective for human localization. For the most widely used devices, cost data were developed for the products, installation, and maintenance. A partial listing of the U.S. and foreign cities which have the devices was compiled along with a partial listing of audible signal manufacturers. The problems the visually impaired face as well as their suggested solutions are listed. Topics for further study include the use of hand-held devices which activate sound signals at intersections and the development of tone schemes for 4-leg and multi-leg intersections which are not north south and east-west. An additional topic for future study is the development of tone schemes for traffic circles.
Master of Science
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Otis, Stephanie C. "An analysis of pedestrian signalization in suburban areas /." Digital version accessible at:, 1998. http://wwwlib.umi.com/cr/utexas/main.

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Slavin, Courtney Natasha. "The Relationship Between Traffic Signals and Pedestrian, Bicyclist and Transit User Exposure in Urban Areas." PDXScholar, 2013. https://pdxscholar.library.pdx.edu/open_access_etds/616.

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Improving the efficiency of traffic operations along arterials is currently a priority for many agencies as their roadway infrastructure is built out to the largest possible capacity within the urban environment. Many advanced systems are being implemented to optimize traffic signal timing. Air quality is typically not a consideration when these decisions are made. The relationship between exposure to air pollution and traffic signal timing has not been fully explored by other researchers. This study is the first research effort to combine detailed traffic signal timing data (at 5 second intervals) and air pollutant exposure data. Results show that longer green time along the busy arterial reduces pollutant levels, while increased volume per cycle increases pollutant levels. This research quantifies the factors that contribute to pedestrian, bicyclist, and transit user exposure at a busy intersection along an urban arterial. The factors include traffic signal timing, weather related variables, traffic volumes, and heavy vehicle and bus presence. Additionally, the impact of an adaptive traffic signal system on air quality is assessed to understand the implications of signal timing on air pollutant exposure.
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Lo, Tak-man. "The ability of elderly pedestrians to use traffic signal controlled crossroads in Hong Kong environmental demand and other associated factors /." Click to view the E-thesis via HKUTO, 2003. http://sunzi.lib.hku.hk/hkuto/record/B31979452.

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Lo, Tak-man, and 盧德敏. "The ability of elderly pedestrians to use traffic signal controlled crossroads in Hong Kong: environmental demandand other associated factors." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2003. http://hub.hku.hk/bib/B31979452.

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Tuss, Halston. "Pedestrian safety at signalized intersections operating the flashing yellow arrow." Thesis, 2012. http://hdl.handle.net/1957/34335.

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At signalized intersections, pedestrians are considered to be amongst the most vulnerable. When in the crosswalk at intersections without protected left-turn phasing, pedestrians are particularly at risk from left-turning vehicles. Until recently, a wide variety of indications were in use across the US to indicate a permissive left-turn condition to the driver. In Oregon, the Flashing Yellow Arrow (FYA) has been used to indicate the permissive left-turn condition for approximately 10 years. With the addition of the FYA in the 2009 MUTCD, it is likely that its use will continue to increase nationally. Though many operational and safety issues have been studied about the FYA indication, this research proposes to fully investigate factors that influence driver behavior in the context of the permissive left-turn conflict with pedestrians. Specifically, the research seeks to study driver glance behavior to identify reasons why drivers are, "looking at but not seeing" pedestrians in or near the crosswalk or not searching for the presence of pedestrians at all.
Graduation date: 2013
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Books on the topic "Pedestrian crosswalks. Traffic signs and signals"

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S, Tabor Lee, and Architectural and Transportation Barriers Compliance Board, eds. Accessible pedestrian signals. Washington, DC (1331 F St., NW, Ste. 1000, Washington 20004-1111): U.S. Access Board, 1998.

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Pennak, Sara. Visibility and comprehension of pedestrian traffic signals. McLean, VA: U.S. Dept. of Transportation, Federal Highway Administration, Research and Development, Turner-Fairbank Highway Research Center, 1997.

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Arnold, E. D. Guidelines for the retrofit installation of accessible pedestrian signals by the Virginia Department of Transportation: Phase II report. Charlottesville, Va: Virginia Transportation Research Council, 2005.

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Arnold, E. D. Development of guidelines for in-roadway warning lights. Charlottesville, Va: Virginia Transportation Research Council, 2004.

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Arnold, E. D. Evaluation of the Cross Alert system on the Virginia Capital Trail in James City County. Charlottesville, Va: Virginia Transportation Research Council, 2008.

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V, Zegeer Charles, University of North Carolina (System). Highway Safety Research Center., United States. Federal Highway Administration. Office of Safety R&D., and Turner-Fairbank Highway Research Center, eds. Safety effects of marked vs. unmarked crosswalks at uncontrolled locations: Executive summary and recommended guidelines. McLean, VA: U.S. Department of Transportation, Federal Highway Administration, Research, Development, and Technology, Turner-Fairbank Highway Research Center (6300 Georgetown Pike, McLean, 22101-2296), 2002.

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Institute of Transportation Engineers. Traffic Engineering Committee TENC-98-03., ed. In-roadway flashing lights at crosswalks: An informational report. Washington, D.C: Institute of Transportation Engineers, 2001.

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American Institute of Graphic Arts. and United States. Dept. of Transportation., eds. Symbol signs: The complete study of passenger/pedestrian-oriented symbols. 2nd ed. New York: The Institute, 1993.

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Accessible sidewalks and street crossings: An informational guide. [Washington, D.C.?]: U.S. Dept. of Transportation, Federal Highway Administration, 2003.

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Guidelines and recommendations to accommodate older drivers and pedestrians. McLean, VA: Federal Highway Administration, 2001.

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