ATSSA Signal May June 2019

American Traffic Safety Services Association 18 Innovation & New Programs In response to rising incidents of pe- destrian and bicyclist fatalities and inju- ries, public agencies, research institu- tions, manufacturers, and suppliers are working together to develop and imple- ment countermeasures to curb the num- ber of annual crashes. The severity of the issue is backed by powerful statistics. In fact, in 2018 pe- destrian deaths were projected to climb to more than 6,000—the highest num- ber in several decades, according to a report released by the Governors High- way Safety Association (GHSA). Recent reports place the total number of traffic deaths at 37,133 in 2017, of which 6,988 were non-vehicle occupants, according to the National Highway Traffic Safety Administration (NHTSA). Additionally, 783 bicyclists were killed in roadway crashes in 2017. “There is a lot of action being taken na- tionwide to mitigate the growing issue with pedestrian and bicyclist fatalities and injuries,” said ATSSA Senior Techni- cal Advisor Eric Perry. “The harsh reality is that these incidents are occurring be- cause of a number of factors that aren’t always easy to address like distracted driving. However, we can add that infor- mation to our arsenal and develop countermeasures to combat these incidents.” ATSSA Director of New Programs Brian Watson said several transportation de- partments are leading the charge by im- plementing traffic control devices and adapting roadside infrastructure to ac- commodate all roadway users. One example is ATSSA and the Transpor- tation Research Board’s (TRB), joint an- nual competition for engineering stu- dents to create innovative solutions to counter roadway safety challenges. Watson said the ATSSA case study, “Traf- fic Control Device Innovations to Improve Pedestrian and Bicycle Safety at Signal- ized Intersections,” highlights the efforts of cities working to reduce the number of pedestrian and cyclist fatalities and injuries at intersections. According to the ATSSA case study, the New York City Department of Transpor- tation (NYC DOT) recently conducted the “Left-Turn Pedestrian and Bicycle Crash Study”—the results of which showed more than twice asmany pedestrian and cyclist fatalities occur when motorists are making left turns than right turns. The NYC DOT used a number of counter- measures including the implementation of left-turn bays, left-turn restrictions, protected bicycle lanes, adapting signal timing, and slow left-turn wedges. The wedges are made by using pavement markings and delineators to restrict park- ing near the curb at the turn and make motorists aware of the protected area. Both the NYC DOT and the City of Char- lotte, North Carolina, focused on adjust- ing their Leading Pedestrian Intervals (LPI), which is a timing feature at intersections based on high volumes of traffic (both motorist and non-motorist). Watson also said pedestrian and cyclist safety near work zones is a longstanding focus area of transportation agencies and traffic control companies, which strictly adhere to the MUTCD. According to the MUTCD, “When existing pedestrian facilities are disrupted, closed, or relocated in a Temporary Traffic Con- trol (TTC) zone, the temporary facilities shall be detectable and include accessi- bility features consistent with the fea- tures present in the existing pedestrian facility. Where pedestrians with visual disabilities normally use the closed side- walk, a barrier that is detectable by a person with a visual disability traveling with the aid of a long cane shall be placed across the full width of the closed sidewalk.” MUTCD guidelines ensure things such as clearly defined parameters of work zones, proper signage, accessiblewalkways, and temporary barriersmeet Americans with Disabilities Act (ADA) compliancy. According to ATSSA member Sue Reiss of Impact Recovery Systems, there are standards that help increase pedestrian and bicyclist safety near work zones and intersections. “There have been some devices imple- mented in work zones to assist in reduc- ing accidents and fatalities of pedestri- ans and bicyclists,” Reiss said. “Nationally, the pedestrian statistics are terrible. They get worse every year. I serve on a tech- nical committee and one of the changes we made to our manual was the inclu- sion of some new devices that help chan- nel pedestrians through work zones. When it comes down to it, studies show that these devices have been effective andwe need to ensurewe are using them across the United States.”  Making roads safe for all How countermeasures protect pedestrians and bicyclists There is a lot of actionbeing takennationwide to mitigate the growing issuewithpedestrianand bicyclist fatalities and injuries.