Pedestrian and bicycle accommodations on superstreets.

Details

• Creators:
  Hummer, Joseph E. ; Holzem, Anne M. ; Rouphail, Nagui M. ; Cunningham, Christopher M. ; O’Brien, Sarah W. ; Schroeder, Bastian J. ; Salamati, Katy ; Foyle, Robert S.
• Corporate Creators:
  Wayne State University. Department of Civil and Environmental Engineering ; North Carolina State University. Department of Civil, Construction, and Environmental Engineering
• Corporate Contributors:
  United States. Federal Highway Administration
• Subject/TRT Terms:
  • Signalized intersections
  • Crosswalks
  • Pedestrian safety
  • Bicycle safety
  • Microsimulation
  • U turns
  • Travel time
  • Stopped time delays
  • Traffic signal cycle
• Publication/ Report Number:
  FHWA/NC/2012-13
• Resource Type:
  Tech Report
• Geographical Coverage:
  North Carolina
• Corporate Publisher:
  North Carolina. Department of Transportation. Research and Analysis Group
• Abstract:
  The objective of this research was to consider the unique challenges for pedestrians and bicyclists at superstreet intersections and ; recommend crossing alternatives for both users. For pedestrians the options included the diagonal cross, median cross, two-stage ; Barnes Dance cross and midblock cross. For bicyclists the options included the bicycle U-turn, bicycles using the vehicle U-turn, ; the bicycle direct cross and the midblock cross. These options were analyzed through microsimulation based on average stopped ; delay per route, average number of stops per route, and average travel time per route. Furthermore, various parameters were ; analyzed per each of the crossing geometries including two signal cycle lengths, two signal splits, two signal offset designs, and ; two midblock distances. The results for pedestrians showed that the two-stage Barnes Dance crossing produced the lowest values ; for average stopped delay, average number of stops, and average travel time. However, since the Barnes Dance is designed for ; an intersection with high volumes of pedestrians, the pedestrian option recommended for most superstreets was instead a ; combination of the diagonal cross with the midblock cross. The levels that ultimately influenced travel time for pedestrians were ; a cycle length of 90 seconds rather than 180 seconds, a signal split of 60/40 rather than 75/25, and an offset signal design where ; the vehicle platoons arrived at different times rather than simultaneously. The results for bicyclists showed that the bicycle direct ; cross had the lowest average number of stops and the lowest average travel time. The bicycle option with the lowest stopped ; delay was the vehicle U-turn. The levels that produced lower travel time values for bicyclists included a cycle length of 90 ; seconds, a signal split of 75/25, and situations where the vehicle platoons arrived at different times rather than simultaneously. ; The recommended bicycle options for the superstreet were the bicycle direct cross and the midblock cross implemented together. ; Additionally, the research outcomes include suggestions for public outreach materials in the form of a brochure and discussions ; with public groups.
  More +
• Format:
  PDF
• Download URL:
  https://rosap.ntl.bts.gov/view/dot/26967/dot_26967_DS1.pdf
• File Type:
  [PDF - 6.27 MB]
• Collection(s):
  US Transportation Collection
• Main Document Checksum:
  urn:sha-512:abb9c1da663216362a90977031afa611f20d6d649d0f0722a43ecddaca74abdaf7b13f1b63aa724b7e918eae0ac2e607f1beb2d7e208ae8bb34717dfce8d7f8b