A Geographic Information Systems (GIS) based methodology was used to identify high pedestrian risk zones and areas in the study area. Initially 16 high risk zones comprising of 47 pedestrian high crash sites were identified in the Phase 1. However, due to limited financial resources to improve pedestrian safety at all the identified locations, eighteen (18) pedestrian high crash sites were identified in the Las Vegas metropolitan area. Figure 2 shows the map of Las Vegas metropolitan area with the selected 18 locations. Of these 18 locations, countermeasures were deployed at 14 locations with the remaining 4 sites as control sites, where none of the countermeasures were deployed. Seventeen countermeasures were selected to evaluate in this program. These countermeasures are summarized in Table 2 and in Appendix A, DWG No 123.01-123.13.

Some countermeasures that were proposed in the cross cutting treatment report were changed to match the standard required by the MUTCD 2003. These countermeasures are: Turning Vehicle to Pedestrian Sign, Regulatory Sign for Advance Yield Markings, In-Roadway Knockdown Signs, and Warning Sign for Motorists. Further, the countermeasures that need the request for permission to experiment to the FHWA are Smart Lighting, Enhancer LED Flashing Pedestrian Signal, ITS Automatic Pedestrian Detection Devices, Pedestrian Countdown Signal (animated eyes), and In-Roadway Knockdown Signs.

Table 3 shows the summary of each countermeasure that were installed and evaluated in the Phase 2 of FHWA Pedestrian Safety Project. Summary of the countermeasure includes countermeasure code, countermeasure name, countermeasure drawing details and a short description of the countermeasure. Table 4 presents the details of the installed countermeasures for evaluation at each study location. Table 5 addresses problems accomplished by the installed countermeasures at each study location. Appendix A presents pictures and drawings of these countermeasures.

Figure 2: Selected high crash sites

SUMMARY OF THE COUNTERMEASURES INSTALLED

Brief discussions for each countermeasure are discussed next.

Turning vehicles yield to pedestrian sign

This countermeasure is a symbol sign that reminds turning motorists that they must yield to pedestrians at traffic signals. This sign was tested at two different positions at each high crash location; position 1 placed next to the traffic signal (on the far side of the intersection) and position 2 placed on a sign pole 50 feet ahead of the intersection. Turning vehicles yield to pedestrian sign is as recommended in MUTCD 2003, Section 2B.45 (R10-15) (drawing 123.04 of Appendix A).

Problems addressed

• Pedestrian do NOT wait for signals/acceptable gaps
• High pedestrian/right turning vehicle conflicts

Advance yield markings + Yield here to pedestrian sign

Installation of this countermeasure 30 to 50 feet in advance of crosswalks at uncontrolled locations enhances pedestrian safety. These markings produce a clear zone for pedestrians to reduce conflicts and crashes caused by the screening effect of vehicles on multilane roadways. Advance yield markings are as recommended in MUTCD 2003, Section 3B.16. Additionally, sign yield to pedestrians is following the stand in MUTCD 2003, Section 2B.11 (R1-5a) (drawing 123.02 of Appendix A).

Problems addressed

• Motorist failure to yield
• Pedestrian failure to yield
• High speed/high traffic volume

In-roadway knockdown signs

Pedestrian in-roadway knockdown sign or the in-street pedestrian crossing sign are used to remind motorists for pedestrians’ right of way at a crossing or to warn motorists about pedestrian traffic at a mid-block. For the sign at crosswalks, the legend STATE LAW is shown at the top of the sign if applicable. The legends YIELD TO may be used in conjunction with the appropriate symbol (MUTCD 2003, Section 2B.12). This sign is referred to the sign R1-6 in the MUTCD 2003. For the sign at mid-block, the legend WATCH FOR with pedestrian pictogram is proposed for this study. These signs are expected to be effective in increasing the number of motorists stopping for pedestrians and reducing the number of pedestrians, who had to run, hesitate, or abort their crossing (drawing 123.05 and 123.05A of Appendix A).

Problems addressed

• Pedestrian do NOT use the crosswalks
• Pedestrian trapped in the middle of street
• Motorist failure to yield
• Pedestrian failure to yield
• High speed/high traffic volume

ITS No RTOR Signs

This countermeasure is a symbol sign to remind motorists that turning vehicles must come to a full stop and yield to cross-street traffic and pedestrians prior to turning right on red. Many motorists do not fully comply with the regulations, especially at intersections with wide turning radii. Motorists are so intent on looking for traffic approaching on their left that they may not be alert to pedestrians approaching on their right. In addition, motorists usually pull up into the crosswalk to wait for a gap in traffic, blocking pedestrian crossing movements. In some instances, motorists simply do not come to a full stop (Pedestrian and Bicycle Information Center). This sign is placed next to the traffic signal. It remains completely blank when not energized. No phantom words were seen under any ambient light conditions. Electronic blank-out sign are integrated into existing traffic management system. ITS No RTOR sign is following the standard in MUTCD 2003, Section 2B.45 (R10-11) (drawing 123.06 of Appendix A).

Problems addressed

• Motorist failure to yield
• High pedestrian/Right turning vehicle conflicts

Pedestrian call buttons that light up/confirm press, other ADA related technologies

This countermeasure is one of the accessible pedestrian signals (APS).  APS is a device that communicates information about pedestrian timing in non-visual format such as audible tones, verbal messages, and/or vibrating surfaces (MUTCD 2003, Section 4A.01). The LED light up button which is installed with this countermeasure also gives information to pedestrians that the sign is activated after they push the button (drawing 123.07 of Appendix A).

Problems addressed

• High percent of elderly pedestrian involved in crashes

Warning sign for motorist

The objective of this countermeasure is to enhance visibility and minimize inappropriate perceptions between pedestrians and the motorists. The MUTCD recommends the use of an advance pedestrian crossing sign in advance of locations where pedestrians may cross but may not be expected by the motorist. Warning sign for motorist is based on the standards set in MUTCD 2003, Section 2C.41 (W11-2) (drawing 123.03 of Appendix A).

Problems addressed

• Motorist failure to yield
• Pedestrian failure to yield
• Pedestrian do NOT wait for signals/acceptable gaps
• High pedestrian/right turning vehicle conflicts

High visibility crosswalk treatment

Currently, existing crosswalks at the selected locations have inconspicuous conditions. The objective of this countermeasure is to enhance visibility and minimize inappropriate perceptions between the pedestrians and the motorists. This countermeasure is also expected to encourage greater number of pedestrians to use cross crosswalks.

Problems addressed

• Pedestrians do NOT use the crosswalks
• Inconspicuous crosswalks
• Motorist failure to yield
• Pedestrian failure to yield

Median refuge

Median refuges are raised barriers in the center portion of the street or roadway that serve as a place of refuge for pedestrians who cross a street at mid-block or at an intersection location. These median, in turn, also helps to reduce the speed of vehicles. They also have benefits for motorist safety when they replace center turn lanes. Desired turning movements need to be carefully provided so that motorists are not forced to travel on inappropriate routes, such as residential streets, or make unsafe U-turns (Pedestrian and Bicycle Information Center).

Problems addressed

• Pedestrian trapped in the middle of street
• Motorist failure to yield

Smart lighting

The objective of the smart lighting strategy is to increase the intensity of illumination at the crosswalk when a pedestrian is detected in the crosswalk. The sudden increase in lighting intensity alerts motorists that pedestrians are in crosswalk more so than when continuous intensity light is used in the crosswalk. Note that high intensity lighting will remain only when pedestrians are present in the crosswalk (drawing 123.12 of Appendix A).

Problems addressed

• High percent of elderly pedestrian involved in crashes
• Motorist failure to yield
• High percentage of night time crashes

ITS automatic pedestrian detection devices

This countermeasure is a device that is installed with advance warning for motorists (roving eyes) or smart lighting. The detection devices use ultrasonic or microwave radar to detect pedestrians at crossing areas. This countermeasure is aimed at reducing overall pedestrian/vehicle conflicts and inappropriate crossings (drawing 123.11 of Appendix A).

Problems addressed

• Pedestrians do NOT wait for signals/acceptable gaps

Portable speed trailers

This mounted radar display trailer is accurate, at about five miles per hour, and easily read at a glance.  Additionally, differences from the use of a traditional portable speed trailer which only provides feedback on vehicle speed, this speed trailer also informs the driver of the size of the fine associated with their speed (if they exceed the speed limit). These fine related information was collected from the local police departments.  

Problems addressed

• Pedestrian failure to yield
• High speed/high traffic volume

Pedestrian activated flashing yellow

Pedestrian activated flashing yellow is pedestrian-activated overhead flashing yellow lights and downward lighting installed above the crosswalk. The flashing yellow lights could be either activated by a pedestrian pushing a button at the curb or activated by “ITS automatic pedestrian detection devices.” These flashing lights are timed to stay on long enough to allow pedestrians to cross the street. This countermeasure has the objective of drawing the attention of drivers to the presence of a crosswalk ahead, and encouraging pedestrians in crossing the street (drawing 123.13 of Appendix A).

Problems addressed

• Motorist failure to yield

Pedestrian countdown signals (animated eyes)

The animated eyes ITS warning sign is installed together with pedestrian countdown signal and walk man pictogram. The main purpose of the “animated eyes” is to remind pedestrian to look left and right for the vehicles before crossing the street. The sign could be activated by a pedestrian call button or using pedestrian detection devices (drawing 123.10 of Appendix A).

Problems addressed

• Pedestrian trapped in the middle of street
• High percent of elderly pedestrian involved in crashes
• Pedestrian do NOT wait for signals/acceptable gaps

Danish offset

Danish Offset is the use of an offset at the middle of a multilane crossing to ensure pedestrians are facing the next half of traffic being crossed. In addition, it also provides a median refuge to pedestrians.

Problems addressed

• Pedestrian trapped in the middle of street
• Pedestrian failure to yield
• Pedestrian do NOT wait for acceptable gaps

Pedestrian Channelization

Pedestrian Channelization is commonly used where the safe direction of pedestrian traffic is required. It is also seen on construction sites and roadway works. This countermeasure can also be used as a safety barrier to separate vehicles and people (drawing 123.08 of Appendix A).

Problems addressed

• Pedestrian do NOT use the crosswalks
• Pedestrian trapped in the middle of street
• Pedestrian failure to yield

Pedestrian do NOT wait for signals/acceptable gaps