Carleton University

Department of Civil & Environmental Engineering

Term Paper:

Pedestrian Movement and Safety

Urban Transportation Planning and Management CIVE5307

06/12/2011

Submitted by: Bashar Fayumi

Abstract
This paper covers the general and most important issues of pedestrian movement and safety. It starts with an introduction about pedestrians by addressing the general characteristics of different pedestrian groups. Then, it discusses the key issues of pedestrian movement by illustrating various characteristics of pedestrian movement, and demonstrating the most essential elements of urban design standards that lead to better pedestrian movement. Lastly, it addresses the concerns of pedestrian safety by showing the various types of pedestrian collisions, their causes, and how to improve pedestrian safety by using advanced technologies that provide safe pedestrian crossings.

Table of Contents
Abstract .....................................................................................................................1 1. Characteristics of Pedestrian ..............................................................................4
1.1. Definition of pedestrian........................................................................................................ 4 1.2. Why people walk................................................................................................................... 4 1.3. Why people do not walk ....................................................................................................... 4 1.4. Walking characteristics and abilities of different pedestrian groups: ................................. 4 1.5. Pedestrian needs .................................................................................................................. 6

2. Pedestrian Movement ..........................................................................................7

2.1. Characteristics of pedestrian movement .............................................................................. 7
2.1.1. Regularities of pedestrian motion: ......................................................................................... 7 2.1.2. The mechanism of lane formation: ........................................................................................ 7 2.1.3. Pedestrian walking distances: ................................................................................................ 7 2.1.4. Walking speed:....................................................................................................................... 8 2.1.5. Pedestrian space requirements ............................................................................................... 9

2.2. Urban design for better movement ..................................................................................... 11

2.2.1. Characteristics, placement, and design of sidewalk ............................................................. 11 2.2.2. Level of service design standards for walkways .................................................................. 12

3. Pedestrian Safety ................................................................................................14

3.1. Pedestrian crossings and collisions ................................................................................... 14
3.1.1. Types of pedestrian crossing ................................................................................................ 14 3.1.2. Types of collision................................................................................................................. 14 3.1.3. Causes of pedestrian collisions ............................................................................................ 19 3.1.4. Advanced technologies for safe pedestrian crossing ........................................................... 20

References ...............................................................................................................23

List of Tables
Table 1. Table 2. Table 3. Intersection crossing speeds of pedestrians with and without walking difficulty. . .... 8 Mean walking speeds for pedestrian with disabilities and users of various assistive devices......................................................................................................................... 8 Midblock crossing speeds of pedestrians with and without walking difficulty. ......... 8

List of Figures
Figure 1. Figure 2. Figure 3. Figure 4. Figure 5. Figure 6. Figure 7. Figure 8. Figure 9. Figure 10. Figure 11. Figure 12. Figure 13. Figure 14. Figure 15. Figure 16. Figure 17. Recommended pedestrian body ellipse dimensions for standing area, and Spatial dimensions for pedestrians. ....................................................................................... 9 Spatial needs for pedestrians with volume changes. ................................................ 9 Forward clear space needed by pedestrians. .......................................................... 10 Spatial dimensions for people with disabilities. ..................................................... 10 Recommended minimum effective sidewalk widths based on area type, roadway type, and number of dwelling units per area . ......................................................... 12 Level of Service Standards of Walkways: Pedestrian flow volume and area relationships. ........................................................................................................... 13 Pedestrian hit at mid-block location. ...................................................................... 15 Vehicle is going straight through intersection while pedestrian crosses without right-of-way. .......................................................................................................... 15 Vehicle turns left while pedestrian crosses with right-of-way at intersection. ....... 16 Pedestrian hit in parking lot. ................................................................................... 16 Vehicle turns right while pedestrian crosses with right-of-way at intersection. .... 17 Pedestrian hit at private driveway. ......................................................................... 17 Vehicle is going straight through intersection while pedestrian crosses with rightof-way. ................................................................................................................... 18 Pedestrian hit at pedestrian crossover (PXO). ........................................................ 18 Vehicle turns left while pedestrian crosses without right-of-way at intersection... 18 Pedestrian hit on sidewalk or shoulder. .................................................................. 19 Vehicle turns right while pedestrian crosses without right-of-way at intersection 19

1. Characteristics of Pedestrian
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1.1. Definition of pedestrian

According to Washington State law, pedestrian is any person who is afoot or who is using a wheelchair or a means of conveyance propelled by human power other than a bicycle (otak, 1997, Page 9).

1.2. Why people walk

Purposes of pedestrian trips: Go to work or school Social visit Attending events Having appointments Errands and deliveries For recreation Work and school Extracurricular activities Combined (recreational walking while shopping) Multimodal trips (walking to a bus stop)

1.3. Why people do not walk

The following are reasons for low pedestrian trips (Fitzpatrick et al, 2006): Lack of facilities or poor sidewalks or walkways, Unavailability a contiguous system of pedestrian facilities, Not providing personal safety, Not providing facilities to and from popular origins and destinations, Inclement weather, Poor lighting, and Poor facilities that are separated from the roadway.

1.4. Walking characteristics and abilities of different pedestrian groups:

The information list the abilities and characteristics of different pedestrian groups (Fitzpatrick et al, 2006):

Young Children Children have special abilities and needs, especially when they are young. As the abilities of young children vary, it is essential that parents supervise and decide about when their child is ready for a new independent activity. The following are abilities and characteristic of young children: - They are impulsive and unpredictable, - They have limited peripheral vision - They cannot locate the sound source easily, - They have limited training and lack of experience, - They think that adults will look out for them, - They are short and hard to see, - They want to run and desire to limit crossing time, and - They like to copy the behaviour of older people. Preteens Middle school children already have many of their physical abilities, but they have little experience and training. They have great desire to try new things and take risk. The following are abilities and characteristic of preteens: They have little experience, They walk a lot at different times (higher exposure), They lack positive role models, They walk across more risky roadways (collectors and above), and They are willing to take chances. High School Age High school children expose themselves to new risks and walk under low-light conditions. The following are abilities and characteristic of high school children: They are very active and able to go to long distances and to new places; They feel invincible; They still lack experience and training; Novice Adults Adults who did not walk and bike frequently as children and who did not train are not ready to take on the challenges of an unfriendly urban environment. The following are abilities and characteristic of novice adults: Many of them are unskilled in urban walking, Drinking can influence their abilities, They overestimate their skills and abilities, and

Proficient Adults Proficient adults are highly skilled in traffic and able to perceive and deal with risk in most circumstances. Senior Adults Senior adults, who are from ages 60 and up, start a gradual drop in physical and physiological performance, with a fast decline after age 75. Many are not able to survive serious injuries. These changes affect their performance. The following are abilities and characteristic of seniors, Walk more in older years, especially for exercise; Mostly all of them experience some reduction in vision, agility, balance, speed, and strength; Some of them have problems with hearing, extreme visual problems, and concentration; Tend to focus on only one object at a time; and Most of them have low abilities under low-light-night conditions; Those with Disabilities Disabilities can be seen in all ages. The following are abilities and characteristic of them: They have visual, hearing, mobility, mental/emotional, and/or other impairments;

1.5. Pedestrian needs

Key psychological principles that attract pedestrians to walk (Eck, 2004): Security. People would be attractive to walk if they feel they are secure from any harmful in the place they are walking on. Factors that may dissuade people from waling are streets with cars moving too fast or making too much noise, streets that do not have too much activities, and places that lacks lighting. Comfort. Pedestrians tend to prefer walking on streets that have sense of comfort as they provide basic amenities such as sufficient sidewalk space and attractive landscape. Convenience. Pedestrians like walking in streets that provide wide range of services and economic life. Welcoming feeling. Pedestrian will be encouraged to walk in a place if they feel welcomed by the place. This feeling is imparted by the employees of an establishment, by people who share the place, and by the physical presence of the place.

2. Pedestrian Movement
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2.1. Characteristics of pedestrian movement

2.1.1. Regularities of pedestrian motion: Pedestrians tend to dislike moving opposite to the direction they desire to walk on, even if the route is very congested. Therefore, Pedestrian usually select the fastest way to their destination. If there are two routes that have the same length, a pedestrian would choose the one that go straight ahead for as long as possible and that do not change direction frequently. If a pedestrian does not in hurry, he or she prefers to walk with a desired speed, the most comfortable speed, which is the speed that consume the least energy. Pedestrians tend to keep a particular distance from other pedestrians who are sharing the street. This distance become small as the pedestrian hurries, and as the density is growing. Pedestrians tend to act automatically and usually do not reflect their behavioural strategy in every situation. We can see this when pedestrians lead to delay or obstructions when they try to enter an elevator or bus while the inside passengers try to get off. (Helbing et al, 2001)

2.1.2. The mechanism of lane formation: We can understand the mechanism of lane formation as follows: pedestrians who move in the opposite direction of the stream or in areas where there are mixed direction of motion will face frequent intersections. In each intersection, pedestrians pass each other by moving a little aside. This sidewards movement tends to separate oppositely moving pedestrian. In addition, when pedestrians move in uniform lanes, they face very few intersections. Therefore, when the fluctuations are small, the probability of braking up existing lanes is slight (Helbing et al, 2001). Blocked situations occur at places that have high pedestrian density as lanes are destroyed by rising the fluctuation strength. An example of these situation is when people encounter a fire and do not know where is the emergency exits; in such a situation, people will just try to move ahead with no clear direction to follow which may lead to fatal blockages (Helbing et al, 2001).

2.1.3. Pedestrian walking distances: It is important to know about pedestrian walking distances is important because they are a factor in plan configuration and a measure of design serviceability. Based on pedestrian studies at Port of New York Authority bus terminals, it seems that the practical limit of human walking distances is attributed more to the context and situation than human energy. The maximum
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acceptable walking distance for most people is in the range of a normal 5 to 7 minute walk. When designing for tolerable walking distance, it is more depending on the individuals trip purpose, available time, and the walking environment, rather than energy consumption (Fruin, 2004).

2.1.4. Walking speed:

Table 1. Intersection crossing speeds of pedestrians with and without walking difficulty (Fitzpatrick et al, 2006, Page 8).

Table 2. Mean walking speeds for pedestrian with disabilities and users of various assistive devices (Fitzpatrick et al, 2006, Page 8).

Table 3. Midblock crossing speeds of pedestrians with and without walking difficulty (Fitzpatrick et al, 2006, Page 9).

2.1.5. Pedestrian space requirements

A recent study of pedestrian characteristics recommends for standing area design a simplified body ellipse of 19.7 in by 23.6 in (50 cm by 60 cm),with a total area of 3.2 ft2 (0.3 m2), or roughly 108 percent of the ellipse suggested by Fruins 1971 study (17) (Fitzpatrick et al, 2006, Page 9), (see Figure 1). The same study recommends 8.6 ft2 (0.8 m2) for a body buffer zone for walking. According to Washington States Pedestrian Facilities Guidebook, when two people walk beside each other or in opposit directions, they require space of 4.7 ft (1.4 m) with enough buffer areas on either side ( see Figures 2 and 3). When pedestrian walking together or passing each other, the minimum width for them is 6 ft (1.8 m), (Fitzpatrick et al, 2006).

Figure 1. Recommended pedestrian body ellipse dimensions for standing area, and Spatial dimensions for pedestrians, (Fitzpatrick et al, 2006).

Figure 2. Spatial needs for pedestrians with volume changes, (Fitzpatrick et al, 2006).

Spatial bubbles. A spatial bubble is the favoured distance of a clear forward vision when walking under different circumstances such as attending a public event, shopping, and walking for pleasure. (see Figure 4), (Fitzpatrick et al, 2006). Pedestrian with disabilities. For pedestrian with disabilities ,space requirements differ significantly depending on their physical ability and the assistive devices they use. The pedestrians with disabilities spaces are designed to provide rooms for wheelchair users, and they are advantageous for most people. The special dimensions for wheelchair users are illustrated in (Figure 5), (Fitzpatrick et al, 2006).

Figure 3. Forward clear space needed by pedestrians, (Fitzpatrick et al, 2006).

Figure 4. Spatial dimensions for people with disabilities, (Fitzpatrick et al, 2006).

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2.2. Urban design for better movement

2.2.1. Characteristics, placement, and design of sidewalk
Characteristics of sidewalks: A successful urban sidewalk should have the following characteristics, (Eck, 2004, Page 21.15 and 21.16): Adequate width Buffer from travel lane Gentle cross-slope (2 percent or less) Buffer to private properties Adequate sight distances around corners and at driveways Shy distances to walls and other structures Continuity Clear path of travel free of street furniture Well-maintained condition Ramps at corners and flat areas across driveways Sufficient storage capacity at corners Placement of sidewalks: According to the American Association of State Highway and Transportation Officials (AASHTO), Sidewalks used for pedestrian access to schools, parks, shopping areas, and transit stops and placed along all streets in commercial areas should be provided on both sides of the street. In residential areas, sidewalks are desirable on both sides of the streets but need to be provided on at least one side of all local streets, (University of North Caroline Highway Safety Research Center, 1999, Page 50). Design of sidewalks width: The required width for a sidewalk vary depending on the place of installation and the predicted level of use. For determining the width of sidewalks, it is essential to remember two things: first, a pedestrian needs a certain amount of lateral and longitudinal space for walking, second, the determined width is the effective width, exclusive of any obstructions. (Figure 5) shows the recommended minimum effective sidewalk widths based on area type, roadway type, and number of dwelling units per area, (University of North Caroline Highway Safety Research Center, 1999).

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Figure 5. Recommended minimum effective sidewalk widths based on area type, roadway type, and number of dwelling units per area, (University of North Caroline Highway Safety Research Center, 1999).

2.2.2. Level of service design standards for walkways

Determining the different level of service is depending on pedestrian walking speed, pedestrian spacing, and the probabilities of conflict at various traffic concentrations. The standards are about determining the design quality of corridors, sidewalks and entranceways. (Figure 7) shows illustrations of walkway level of service, (Fruin, 2004). Walkways: Level of Service A Average Pedestrian Area Occupancy: 35 sq. ft. (3.25 m sq.) per person, or greater. Average Flow Volume: 7 PFM (Pedestrian Foot per Minute), or less. At Walkway Level of Service A, pedestrians are provided with an adequate area that allows them to freely select their own walking speed, to bypass slower pedestrians, and to avoid crossing conflicts with others, (Fruin, 2004). Walkways: Level of Service B Average Pedestrian Area Occupancy: 2535 sq. ft. (2.33.25 m sq.) per person. Average Flow Volume: 710 PFM. At Walkway Level of Service B, pedestrians are provided with sufficient space that allows them to have normal walking speed, and to bypass other pedestrians in primarily one-directional flows, (Fruin, 2004). Walkways: Level of Service C Average Pedestrian Area Occupancy: 1525 sq. ft. (1.42.3 m sq.) per person. Average Flow Volume: 1015 PFM.

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At Walkway Level of Service C, pedestrians are restricted to freely select individual walking speed and pass other pedestrians, (Fruin, 2004). Walkways: Level of Servlce D Average Pedestrian Area Occupancy: 1015 sq. ft. (1 m-1.4 m sq.) per person. Average Flow Volume: 1520 PFM, At Walkway Level of Service D, most pedestrians would be restricted from having normal walking speeds, due to difficulties in bypassing slower moving pedestrians and avoiding conflicts, (Fruin, 2004). Walkways: Level of Service E Average Pedestrian Area Occupancy: 510 sq. ft. (.461 m sq.) per person. Average FIow Volume: 2025 PFM. At Walkway Level of Service E, almost all pedestrians would be restricted from having normal walking speeds, and would be required for frequent adjustments of gait, (Fruin, 2004). Walkways: Level of Service F Average Pedestrian Area Occupancy: 5 sq. ft. (.46 m sq.) per person or less. Average FIow Volume: Variable, up to 25 PFM. At Walkway Level of Service F, all pedestrian walking speeds are extremely restricted, and forward progress can only be made by shuffling, (Fruin, 2004).

Figure 6. Level of Service Standards of Walkways: Pedestrian flow volume and area relationships, (Fruin, 2004).

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3. Pedestrian Safety
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3.1. Pedestrian crossings and collisions

3.1.1. Types of pedestrian crossing

Pedestrian crossings without signal control Zebra crossing. Indicated by black and white bands painted on the carriageway. Pedestrians on the crossing have priority over vehicles Pedestrian refuge island. Consists of kerbing, bollards and signs in the center of the carriageway, enabling pedestrians to cross more easily, in two stages. No pedestrian priority. Curb build-out. Consists of curbing, bollards, and signs at the edge of the carriageway, reducing the crossing width and making pedestrians more visible to drivers. No pedestrian priority. Flat-top road hump. A hump usually 75 to 100 mm high designed to reduce vehicle speeds and to enable pedestrians to cross on the level. No pedestrian priority. (Davies, 1999, Page 14).

Pedestrian crossings with signal control Pelican crossing. Pedestrian light controlled crossing. Activated by pedestrian pushing the button. A "red/green man" signal on far side of the carriageway shows pedestrian when to cross. Puffin crossing. Pedestrian User-Friendly intelligent crossing. Also activated by the pedestrian pushing a button. Intended as a replacement for the Pelican, it monitors the presence of pedestrians waiting and crossing and lengthens or shortens the crossing time accordingly. The "red/ green man" signal is located on the near side to the pedestrian. Toucan crossing. "Two can cross." Similar to the Pelican and the Puffin but shared with bicycles (Davies, 1999, Page 16).

3.1.2. Types of collision The following information will describe the different types of pedestrian/vehicle collisions (see Figure 8). The report of City of Toronto Pedestrian Collision Study was used as a reference, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

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Type 1: Pedestrian hit at mid-block location A pedestrian and a vehicle collided at a mid-block location. This type of collision occurs when a pedestrian cross while he/she does not have the right of way. In this type, pedestrians receive very severe injuries comparing with other types of collisions. Drivers do not expect that a pedestrian may cross the road at mid-block, and without the right of way; also, a driver may be not able to see a pedestrian when he/she crosses between parked cars, so the driver would not be able to stop.

Figure 7. Pedestrian hit at mid-block location, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

Type 2: Vehicle is going straight through intersection while pedestrian crosses without right-of-way This type of collisions happens when a pedestrian crosses an intersection without the right of way while a vehicle is proceeding in its way. This type involves more severe injuries than average. Similar to collision type 1, motorists who are driving through an intersection (with the right of way) may not expect to encounter a pedestrian who is crossing (without the right of way), which make it difficult for drivers to stop.

Figure 8. Vehicle is going straight through intersection while pedestrian crosses without right-of-way, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

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Type 3: Vehicle turns left while pedestrian crosses with right-of-way at intersection This type of accidents occurs when a vehicle is turning left, or already turned left, at an intersection (with the right of way but not the priority), while a pedestrian is crossing the intersection (with the right of way and priority). One of the important factors that lead to this type of collision is the poor visibility. Another significant factor is that motorists usually in these situations pay more attention to the oncoming vehicles than crossing pedestrians.

Figure 9. Vehicle turns left while pedestrian crosses with right-of-way at intersection, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

Type 4: Pedestrian hit in parking lot A pedestrian and a vehicle collided in a parking lot (most parking lots are private property). The injury in this type tends to be less server than average as the drivers usually do not yet drive fast because he/she still in the parking lot. For providing safety for pedestrians in these places, drivers should pay more attention to mirrors and should make looking-shoulder in order to make sure that no pedestrian is walking behind the car. Moreover, the design of parking lots may need to be studied in order to provide more pedestrians friendly designs.

Figure 10. Pedestrian hit in parking lot, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

Type 5: Vehicle turns right while pedestrian crosses with right-of-way at intersection. This type of accidents occurs when a vehicle is turning right, or already turned right, at an intersection (with the right of way but not the priority), while a pedestrian is crossing the intersection (with the right of way and priority). Mostly, this type of collision is considered to be less severe injuries than most other types. In this type, drivers may not be paying attention to
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pedestrians crossing the street, or may forget to look both ways before proceeding with the right turn and therefore fail to stop for a pedestrian.

Figure 11. Vehicle turns right while pedestrian crosses with right-of-way at intersection, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

Type 6: Pedestrian hit at private driveway A pedestrian and a vehicle collided at a private driveway. A vehicle that is entering or exiting the driveway hit the pedestrian who is crossing the driveway. In this type, both drivers and pedestrians may not pay more attention to each other. Also, visibility might be a factor as drivers may not be able to see pedestrian due to the surrounded trees, shrubs, or buildings. Similarly, pedestrians may not be able to see vehicles leaving a driveway for the same factors listed above. In order to eliminate this type of collision, drivers must come to a complete stop at privet driveways before proceeding.

Figure 12. Pedestrian hit at private driveway, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

Type 7: Vehicle is going straight through intersection while pedestrian crosses with rightof-way A vehicle hit a pedestrian at an intersection while a pedestrian is crossing with the right of way. One of the factors that lead to this collision is that sometimes drivers are in hurry so they pass the red light, or they might be not paying attention. Another factor is that drivers may disobey other traffic control devices such as stop signs and fail to yield to pedestrians crossing the roadway.

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Figure 13. Vehicle is going straight through intersection while pedestrian crosses with right-of-way, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

Type 8: Pedestrian hit at pedestrian crossover (PXO) A pedestrian and a vehicle collided at a pedestrian crossover. This type involves more severe injuries than average. There are some factors that can lead to this type of collision. The motorist may not see the traffic control device (PXO), the driver or the pedestrian may not understand the how a PXO operates, and both drivers and pedestrians may not be aware of the rules of that PXO.

Figure 14. Pedestrian hit at pedestrian crossover (PXO), (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

Type 9: Vehicle turns left while pedestrian crosses without right-of-way at intersection This type of collision happens when a pedestrian crosses an intersection within 20m buffer zone outside the intersection and does not have the right of way, while a vehicle is preparing to turn left, in process of turning left, or had just turned left with the right of way. The main factors in this type of collision are the visibility issues and the mistake of a pedestrian when crossing an intersection without the right of way.

Figure 15. Vehicle turns left while pedestrian crosses without right-of-way at intersection, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

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Type 10: Pedestrian hit on sidewalk or shoulder In this type, a vehicle hit a pedestrian while he/she is standing or walking on a sidewalk or shoulder. This type is one of the least frequent types of collisions, yet it involves more severe injuries than average. The most common reason for this collision is that a driver may lose control of the vehicle.

Figure 16. Pedestrian hit on sidewalk or shoulder, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

Type 11: Vehicle turns right while pedestrian crosses without right-of-way at intersection This type of collision happens when a pedestrian crosses an intersection within 20m buffer zone outside the intersection and does not have the right of way, while a vehicle is preparing to turn right, in process of turning right, or had just turned right with the right of way. drivers tend to check predominantly to the left for oncoming vehicles. The main factors in this type of collision are the visibility issues and the mistake of a pedestrian when crossing an intersection without the right of way.

Figure 17. Vehicle turns right while pedestrian crosses without right-of-way at intersection, (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007

3.1.3. Causes of pedestrian collisions Role of drivers: In situations where driver has a difficult driving task such as driving in multilane highway, where driver has low abilities such as under age, alcohol or drug impairment, sickness, fatigue, inattentiveness, drowsiness, or distractions. Driving with aggressive driving.
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Driving with high speed. Drivers who cannot see very well at night due to poor visibility, atmospheric conditions, and headlight limitations. (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

Role of pedestrian: Pedestrians who do not use or do not obey traffic control devices. Drunk pedestrian Pedestrians who are in hurry and in dire need of immediate crossing. Pedestrians who assume that drivers see them at night. (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

Role of infrastructure: Roadways that have high limit of speed, and high number of lanes that pedestrian must cross. High volume signalized intersections where pedestrians must compete with vehicles even during the pedestrian phase to safely cross the highway. Intersections that do not provide good pedestrian separation from vehicle. Out of service call buttons or pedestrian signals that lead pedestrians to attempt to cross against oncoming vehicles. (Transportation Service Division Traffic Data Centre and Safety Bureau, 2007).

3.1.4. Advanced technologies for safe pedestrian crossing Advanced technology is referred to infrastructure based technologies and vehicle based technologies. The following information will demonstrate many ideas for reducing pedestrian collisions and improving pedestrian safety by warning drivers about the presence of pedestrians and enabling pedestrians to have safe walking in areas that both designated or not designated for pedestrians use. The following information was extracted from the report of Pedestrian Safety Report to Congress, (Federal Highway Administration U.S Department of Transportation, 2008). Passive Pedestrian Sensors

Passive pedestrian sensors is a sensors that can passively detect pedestrians as pedestrians do not have to push a button to be detected. This system can be used for crossing intersection or roadway in general. The benefit of this system is that it would improve pedestrian safety due to its 100 percent detection rate and the activation of pedestrian phase in any type of crossing.

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Pedestrian Countdown Signals

This system is for signalized intersection crossings, it has a signal to inform pedestrians by seconds about the remaining time for crossing. The system can work with the passive pedestrian sensors. Automatic Extension of the Pedestrian Signal

This system combine the passive detection of pedestrian with the ability for extending the time of crossing to allow pedestrian to reach to the end of the crosswalk safely. This system is beneficial at signalized intersections that have different pedestrian groups who have different walking speeds, such as older pedestrians, disabled pedestrians, or very young pedestrians. Exclusive Pedestrian Phasing

Exclusive pedestrian phasing, also called pedestrian scramble, is a system that is used in downtown areas that have high density of pedestrians. IT can be used either by manual call button or passive detection sensors. This system stops all vehicles from all directions at intersections, and allows pedestrians to cross in any direction at intersections including diagonally. Pedestrian Head-Start Phasing

Pedestrian head-start phasing, also called pedestrian lead-in phasing, provide a green light for pedestrian prior to providing parallel green light for vehicles. When the walking phase is on for pedestrians, all directions will see a short red light during this time. Pedestrian-Activated No Turn on Red LED Sign or Red Light Arrow

This system activate a no turn on red LED sign or a red light turn arrow signal lens to stop vehicles from turning right when pedestrians are detected. The system can be used either be push button or passively. Mid-Block Crossing

This system provides mid-block traffic signals or other warning systems to provide pedestrians with safe crossing between signalized intersection locations that have high pedestrian crossings. Activation of In-Pavement Crosswalk Lighting

In-pavement lights are used at mid-block crosswalks or at intersection crosswalks without stop control devices. The system intents to warn drivers about the presence of pedestrians who are crossing or preparing to cross. Activation of Overhead Lighting
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This system provide overhead lighting for the crosswalk while the pedestrian is crossing. The system can be used either be push button or passively. Activation of LED Warning Signs

Similar to the system of overhead lighting, this system provide a LED sign warning for vehicles to draw their attention to the crossing pedestrians. Activation of Variable Speed Limit Signs

This system use automatic signs that are connected with either the push button or the passive detection sensors in order to automatically reduce the street speed limit when a pedestrian is crossing. Activation of High-Intensity Activated Crosswalk Signals

This system, that can be activated either by pushing or sensors, uses traditional traffic and pedestrian signs when pedestrian is detected. The signs include instructing motorists to stop on red and a pedestrian crossing overhead sign. The sign are blanked out when no pedestrian crossing. Night Pedestrian Recognition and Warning System

This system is still under conceptualization. This system detect deer or other large animals . It can be modified for pedestrians in roadways and shoulders of freeways in order to warn drivers about the presence of pedestrians to reduce the potential of crashes. Pedestrian Injury Severity

This system is under the next 10 year planning initiatives that would be included in the new vehicle generations. It includes improving vehicle design and parking aids that can warn drivers about the presence of pedestrians, especially small children. In-Vehicle Pedestrian Sensing System

This technology will use a camera system on the front end of a vehicle. Its mission is to detect moving objects including pedestrians and animals about 30 meters on front of the vehicle in order to alert a driver to pay attention and drive carefully. Night Vision Enhancement Systems

This system uses either an active or a passive detection system in order to provide an image on a dashboard display. The passive system depend on heat energy emitted by objects, while active system depend on infrared radiation that is sent by emitters on the vehicle and reflected back from objects.
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References
Davies, D. G. (1999, December). Research, Development, and Implementation of Pedestrian Safety Facilities in the United Kingdom, Federal Highway Administration, Turner-Fairbanks Highway Research Center, Retrieved November 15, 2011, from: http://www.fhwa.dot.gov/publications/research/safety/pedbike/99089.pdf Eck, R., W. (2004). Pedestrian. In Myer Kutz, (Eds.), Handbook of Transportation Engineering, (21.3 21.33), McGraw-Hill Companies, Inc. Federal Highway Administration U.S. Department of Transportation. (2008). Pedestrian Safety, (n.d.), Retrieved November 15, 2011, from: http://safety.fhwa.dot.gov/ped_bike/legis_guide/rpts_cngs/pedrpt_0808/pedrept_0808.pdf Fitzpatrick, K., Turner, S., Brewer M., Carlson P., Ullman B., Trout., Park E., S., Whitacre J., Lalani N., and Lord, D. (2006). Improving Pedestrian Safety at Unsignalized Crossings, Washington, Transportation Research Board, Retrieved November 15, 2011, from: http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_562.pdf Fruin, J. J. (2004). Planning and Design for Pedestrian. In Donald Watson, Alan Plattus, & Robert Shibley, (Eds.), Time Safer Standards for Urban Design, (PP. 6.5-1 - 6.5-16), McGrawHill Companies, Inc. Helbing, D., Molnar, P., Farkas, I., J., Bolay, K. (2000). Self-Organizing Pedestrian Movement, Tripod Inc., DOI:10.1068/b2697, Retrieved November 15, 2011, from: http://bolay.biz/kai/english/envplanb.pdf otak. (1997). Pedestrian Facilities Guidebook, (n.d.), Retrieved November 15, 2011, from: http://www.wsdot.wa.gov/publications/manuals/fulltext/M0000/PedFacGB.pdf Transportation Services Division Traffic Data Centre and Safety Bureau. (2007). City of Toronto Pedestrian Collision Study, Retrieved November 15, 2011, from: http://www.toronto.ca/transportation/walking/pdf/ped_collision_study-full_report.pdf University of North Caroline, Highway Safety Research Center. (1999). Florida Pedestrian Planning and Design Handbook, State of Florida, Department of Transportation, Retrieved November 15, 2011, from:http://safety.fhwa.dot.gov/intersection/resources/fhwasa09027/resources/Florida%20Pedest rian%20Facilities%20Planning%20and%20Design%20Handbook.pdf

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