TheInternationalTechnologyScanningProgram
INTERNATIONALSCANSUMMARYREPORTON PEDESTRIANANDBICYCLISTSAFETYANDMOBILITY
Sponsoredby FederalHighwayAdministration AmericanAssociationofStateHighwayTransportationOfficials NationalCooperativeHighwayResearchProgram PedestrianandBicyclistSafetyandMobilityInternationalScanTeam
EdwardL.Fischer(AASHTOCoͲChair),OregonDepartmentofTransportation GabeK.Rousseau(FHWACoͲChair),FederalHighwayAdministration ShawnM.Turner(ReportFacilitator),TexasTransportationInstitute Ernest(Ernie)J.Blais,FederalHighwayAdministration,VermontDivision CindyL.Engelhart,VirginiaDepartmentofTransportation DavidR.Henderson,MiamiͲDadeCountyMetropolitanPlanningOrganization Jonathan(Jon)A.Kaplan,VermontAgencyofTransportation VivianM.(Kit)Keller,AssociationofPedestrian&BicycleProfessionals JamesD.Mackay,BicycleTechnicalCommittee,NationalCommitteeonUniformTrafficControlDevices PriscillaA.Tobias,IllinoisDepartmentofTransportation DianeE.Wigle,NationalHighwayTrafficSafetyAdministration CharlieV.Zegeer,TheUniversityofNorthCarolinaHighwaySafetyResearchCenter
June24,2009
INTRODUCTION InMay2009,ateamof12transportationprofessionalswithexpertiseinbicyclingandwalkingfromthe UnitedStates(U.S.)visitedfivecountriesinEurope(Table1)toidentifyandassesseffectiveapproaches toimprovepedestrianandbicyclistsafetyandmobility.ThecountriesidentifiedinTable1werechosen becauseoftheirinnovativeapproachestononmotorizedtransportation,aswellasthepotential transferabilityoftheirpoliciesandpractices.Some,likeDenmark,hadexperiencedanincreaseincar useinthe1960sand1970s,andsubsequentlyreorientedtheirtransportationpolicytogivepriorityto bicyclingandwalking.Thescanteamheardpresentationsfromandhadinformaldiscussionswiththe foreignhosts.Duringmostvisits,thescanteamalsowentonguidedfieldvisits(bybikeaswellasby foot)tobetterunderstandandexperiencethedesignandoperationofvariouswalkingandbicycling facilities.Thesefieldvisitswereinvaluableindocumentingthefacilitiesthroughphotosandvideo, observingtrafficbehavior,andexperiencingfirsthandhowwelladesignoroperationalstrategyworked. Table1.HostedLocationsforthePedestrianandBicyclist SafetyandMobilityScanTour CountriesVisited LocalitiesVisited Sweden LundandMalmö Denmark CopenhagenandNakskov Germany BerlinandPotsdam Switzerland BernandWinterthur UnitedKingdom LondonandBristol Thepurposeofthisscantourwastoidentifyandassesseffectiveapproachestoimprovepedestrianand bicyclistsafetyandmobility.Thespecifictopicsofinterestwere: x ImprovingPedestrianandBicyclistSafety:Approaches(engineering,education,enforcement, andpolicy)thathavebeensuccessfulinimprovingpedestrianandbicyclistsafety. x SafeRoutestoSchoolPrograms:Approachesandpoliciesforimprovingsafetyforchild pedestriansandbicyclists,especiallythosethatsupportprogramslike“SafeRoutestoSchool.” x MonitoringUsageLevelsandExposure:Quantitativemethodsofmonitoringpedestrianand bicyclistusagelevels(forexample,countsandsurveys)andexposuretocrashes. x SafetyResearchandEvaluation:Recentlycompletedorongoingresearchandcollaboration opportunitiesinpedestrianandbicyclistsafety. Thescanteamidentifiednumerouspossibleapproachestoimprovingpedestrianandbicyclistsafetyand mobilityintheU.S.Thescanteamalsopreparedalistofimplementationitemsforthoseapproaches thatshouldbepursuedintheU.S.ThissummaryreportprovidesaquickͲresponseoverviewofthe team’sfindingsandrecommendations.
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SUMMARYOFFINDINGSANDCONCLUSIONS Thescanteamgatheredaconsiderableamountofinformationregardingvariousstrategiesand approachesthatcouldbeusedtoimprovepedestrianandbicyclistsafetyandmobilityintheU.S.This sectionhighlightsthemostimportantfindingsfromthescantour.Thefindingsareseparatedinto GeneralFindingsandConclusionsandKeyFindings.TheGeneralFindingsandConclusionssection describesthebroaderissuesandthemesthatemergedonthescanandprovidesacontextfor understandingthedetailsprovidedinlatersectionsofthereport.TheKeyFindingssectionprovides detailsonspecifictopicsandisorganizedaroundthe5Eapproach(anexpandedversionofthe3E approachcommonlyusedintrafficsafetyimprovements): x Engineering–designingandbuildinginfrastructurethatissafe,convenient,andcomfortableto use x Education–educatingalltransportationsystemusersonsafeandappropriatebehavior x Enforcement–enforcingexistingtrafficlaws x Encouragement–encouragingandpromotingtheuseofsustainabletravelmodes x Evaluation–monitoringtheresultstoensurethatgoalsaremet GeneralFindingsandConclusions x ImplementingforeignpracticesintheU.S.willrequireacareful,evidenceͲbasedapproach. Somepolicies,practices,anddesignsareeasilytransferrableandcanbeimmediately implemented.Forexample,mostenforcement,education,andencouragementprogramscould bequicklyimplementedwithoutathoroughpolicyanalysisorevaluation.Otherpoliciesor designpracticeswilllikelyrequireathoroughsafetyevaluation.Forexample,separatedbicycle facilitiesshouldbeevaluatedinthecontextoftypicalmotoristandbicyclistbehaviorintheU.S. beforebeingwidelyimplementedhere.Separatedbicyclefacilitiesmaybequiteeffectivein Denmark,forexample,buttheireffectivenessinDenmarkmaybeaproductoftheDanish cultureandbehaviororaresultoftheirwidespreadimplementation. However,foreignpractices(likeseparatedbicyclefacilities)shouldnotbedismissedoutright simplybecausecurrentAmericancultureandbehaviormaybedifferent.Cultureandbehavior canbechanged,butthesechangesoftenoccuroverlongerperiodsoftimenotcoveredina typicalsafetyevaluation.Forexample,separatedbicyclefacilitiescouldbeevaluatedatafew triallocationsintheU.S.andshownoclearsafetybenefitsinatypicalonetotwoyearsafety evaluation.Butinfivetotenyears,asmorebicyclistsuseseparatedfacilitiesandmotoristand bicyclistbehavioradapts,safetycouldimprovedramatically.Unfortunately,thisincreasein safetywouldnotbecapturedintypicalsafetyevaluationsbecausetheydonotcapturelongͲ termbehaviorchanges.Itshouldalsobenotedthatmanyofthehostcountrieshaveundergone aculturechangewithinthepast40yearsthathasplacedincreasedemphasisonwalkingand bicyclingsafetyandmobility.Changesofthissortcanhappeniffosteredbyacareful,evidenceͲ basedapproach. x Numerousfactorscontributetohigherratesofpedestrianandbicyclistsafetyimprovements andhigherwalkingandbikingmodesplitsinthehostcountries.Fromalloftheinformation thatthescanteamgatheredandeverythingtheyobserved,itappearsthathigherratesof
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Overallurbanandlandusepolicy,parkingandcongestionpricing,andstreetplanning anddesign; Politicalsupportfromelectedofficials,governmentstaff,andthegeneralpublic; Thehighcostsofowningandoperatingaprivatemotorvehicle(gas,parking,licensing, etc.); Acomprehensive,continuous,integratedapproachthatextendsbeyondpedestrianand bicyclist“treatments”toincludeelementssuchas: Parkingpolicies Streetdesignhierarchythatconsiderspedestriansandbicyclistsfirst Integrationwithandwidespreadavailabilityofpublictransit ConnectedonͲstreetandoffͲstreetwalkingandbikingnetworks Ongoingpromotionalcampaignsandactivities Trafficsafetyeducationforchildrenthroughouttheirschoolyears; VisuallyrichpedestrianͲlevelbuiltenvironment; Routinephotoenforcement;and, Numerousotherpolicyandfacilitydetailsthatmakewalkingandbicyclingeasy, convenient,andenjoyable.
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Manyoftheforeignhostshaveestablishedanurbanstreetuserhierarchythatgivesthe highestprioritytowalking,biking,andpublictransit.Thestreetuserhierarchyhasbeen developedtosupportarangeofpublicpolicygoals,suchaslivability,sustainability,public health,climatechange,andcongestionmanagement.Thehierarchyguidesdecisionsabout transportationpolicy,planning,design,operations,andmaintenance.Forexample,typical streetdesignbeginsbyfirstconsideringthespaceneedsofpedestriansandbicyclists,rather thandesignatingthemotorvehiclespaceandthengivingpedestriansandbicycliststheleftover space(ifthereisany).AnotherexamplefromSwedenistheirwintersnowremovalpolicy,which giveshighestprioritytothestreetswithtransitroutesorbicyclingfacilities.
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“Safetyinnumbers”(alsocalled“awarenessinnumbers”)isaclearmotivatorbehindthe promotionofwalkingandbicyclingasasafetyimprovementstrategy.Mostofthehost countriesindicatedthattheypromotedwalkingandbicyclingforavarietyofreasons(lower overalltransportationdeliverycost,sustainability,spaceandenergyͲefficient,healthand wellness,etc.),andimprovedsafetywasoftenmentionedasoneoftheoutcomesforhigher levelsofwalkingandbiking.Theirrationale,supportedbyinternationalresearchstudies(and recentU.S.data),isthat,whenpedestriansandbicyclistsareacommonelementinthestreet environment,motoristswillexpecttheirpresenceandtakethenecessaryprecautionsat potentialconflictpoints,suchaswhenamotoristturnsrightacrossathroughbicyclelane. Anecdotally,thescanteamroutinelyobservedthistypeofmotoristbehaviorduringfieldvisits, inwhichmotoristsweremoreawareofpedestriansandbicyclistsatconflictpoints(Figure1).
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Figure1.MotoristWaitsforThroughBicyclistsBeforeTurningRightAcrossCycletrack (Copenhagen,Denmark)
KeyFindings KeyFindingsRelatedtoEngineering x Therewasthoughtfulconsiderationregardinga“falsesenseofsecurity/safety”when designingpedestrianandbicyclistfacilities.Thisexpressionwasmentionednumeroustimesby theengineersandplannersresponsibleforfacilitydesigndetails.Thehostcountriesarenot rashlyconstructingfacilitiesinanefforttopromotewalkingandbicyclingwithoutregardfor safety.Infact,someofthehostcountriesarepayingmeticulousattentiontocrashandinjury datatodeterminewhichroaddesignsaresafestforpedestriansandbicyclists.Forexample, SwedenhasimplementednationwidetheSTRADA(SwedishTrafficAccidentDataAcquisition) databasethatintegratespolicecrashdataandhospitaladmissionsdata.TheSTRADAdatabase addressestheunderreportingproblemthatiscommontowalkingandbiking,andgivesSwedish engineersandplannersamorecompletepictureofwalkingandbikingsafety. x Thescanteamobservedseveralinnovativetrafficsignalfeaturesanddesignpracticesthat havethepotentialtoimprovepedestriansafetyintheU.S.Theseinclude: o Passivedetectionofpedestriansincrosswalkstotruncate,extendorcancelthe pedestrianphaseattrafficsignals(Figure2). o NearͲsidetrafficsignalsthatreducemotoristencroachmentonthepedestriancrosswalk. 5
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NearͲsidepedestriansignalheadsthatencouragepedestrianstoviewoncomingtraffic. Raisedcrosswalksatunsignalizedpedestriancrossings(appliedatmidblocklocations, roundabouts,entrancestotrafficͲcalmeddistricts,etc.). Refugeislands,evenifconfinedorlimitedspacerequirestheuseofsmallerͲsizedrefuge islands. Railingthatisusedtodirectpedestrianmovementstodefinedcrossinglocations.
Figure2.AutomatedPedestrianSensorsareUsedtoAdaptSignalTimingforPedestrians (Bristol,UnitedKingdom) x
Thescanteamobservedseveralapproachesanddesignpracticesthatcouldbeusedto improvebicyclistsafetyintheU.S.Theseinclude: o Approachestoaddressrightturncrashes,suchasadvancedstopbarsforbicyclists, “Trixi”(heatedconvex)mirrors(Figure3)(orotherspecializedmotorvehicleͲbased mirrors),bikeboxes,leadinggreenphaseforbicyclists,andrightͲturnͲonͲred restrictionsformotorists. o Separatedfacilities,suchascycletracks,separatedbikelanes,andsharedusepaths withdelineatedspaceforpedestriansandbicyclists. o BicycleͲspecifictrafficsignalstoreduceturningconflictsatsignalizedintersections. o Pavementmarkings,suchasdashedbikelanesthruintersections,coloredlanesat conflictpoints,andlongitudinalbikesymbolsatdrivewaysandstopͲcontrolledcross streets(orientedtobeseembymotoriststurningacrossthebikelane).
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Figure3.ConvexMirrorsImproveBicyclistVisibilityforDriversofLargeorHighͲProfileVehicles (Bern,Switzerland) x
ThescanteamobservedtheuseoflowͲspeedstreetdesignsinbothresidentialand commercialareasthatwereespeciallyconducivetowalkingandbicycling.Forexample,the cityofBristol,Englandhasimplemented20mileperhour“homezones”intheirnewresidential development.SeveralcitiesinSweden,Germany,andSwitzerlandalsohaveimplementedlowͲ speedstreets(20to30kilometersperhour)inbothresidentialandcommercialareas.However, severaloftheforeignhostsindicatedthatcertainconditionsmustbemetfortheselowͲspeed streetdesignstooperateproperly:1)itshouldbeusedin“specialplaces”;2)speedsofthe differentmodesshouldbesimilar;3)flows(volumes)ofusersshouldbesimilar;and,4)“see andbeseen”isacriticaldesignelement.
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Thescanteamobservedcloseintegrationofbicyclingandwalkingconsiderationswithpublic transit(includingintercityrail)thatmakelongerintermodalcommutesbybikepracticalas wellassaferandmoreconvenient.Theseconsiderationsinclude: o Avarietyofbikeparkingsolutionsatstations,includingplentifulandconvenientbike racks,coveredoutdoorparking,andsecuredindoorparking. o Policiesthatpermitbikesontrainsandbuses,evenduringpeaktimes. o Bikerentalorsharingprogramslocatedinorveryneartrainorbusstations. o Channelsorrampsonstairwaysthatmakeiteasiertousestepswhilepushingabike. o PublictaxiswithquickͲmountbikeracksfortaxipassengers.
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KeyFindingsRelatedtoEducation x Manyoftheforeignhostshavepervasiveandwidespreadtrafficsafetyeducationprograms forallchildren.Theeducationprogramsstartatanearlyageandsomecontinuethroughthe teenageyears.Thesetrafficsafetyprogramsinvolveparticipationfromawidevarietyof organizations,includingschools,businesses,civicorganizations,police,publichealthgroups, andparksandrecreationdepartments.Forexample,severalcountrieshada“children’straffic club”programthatprovidedongoing,ageͲappropriatesafetymaterialtoparentsandchildren, aswellasfunlearningactivities.ThecityofWinterthur,Switzerlandusesa“trafficgarden”(a landscaped,reducedͲscaleclosedcoursethatincludestrafficsignals,roundabouts,bikelanesat intersections,sidewalks,workzones,publicbenches,andothercommontrafficsituations)to teachelementaryͲagechildrentoridebikessafelyintraffic(Figure4).
Figure4.AerialViewofReducedͲScaleClosedCourseforTrafficSafetyEducationforChildren (Winterthur,Switzerland) x
Bicyclehelmetuseisencouragedbutnotrequiredbylaw.Thescanteamfoundhigherlevelsof helmetusethanexpectedinthecountriesvisited.Helmetswereuniformlyencouragedfor childrenandwereencouragedforadultswherecrashdataindicatedthatwearingahelmet wouldimprovesafety.Mostcountriesplacedanemphasisonphysicalactivityfirstandhelmets second.Theirrationalewasthatrequiredhelmetusediscouragesbicycling(physicalactivity), whichcouldhaveagreaterpublichealthdetrimentthanheadinjuriesduetocrashes.
KeyFindingsRelatedtoEnforcement
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Thescanteamobservedthewidespreaduseofphotoenforcementfortrafficsignalsand speedlimits.Althoughphotoenforcementisviewedprimarilyasatoolforimprovingmotor vehiclesafety,bettermotoristcompliancewithspeedlimitsandtrafficsignalsalsoimproves pedestrianandbicyclistsafety.
KeyFindingsRelatedtoEncouragement x Manyoftheforeignhostsusepromotionalprogramsandactivitiestoencourageandenable morewalkingandbiking.These“encouragement”activitiesareseenasatooltomeettheir modalsharegoalsaswellasincreasepedestrianandbicyclistsafety.Manyoftheforeignhosts viewedhigherlevelsofwalkingandbikingasawaytoimprovesafety(the“safetyinnumbers” effect).Wherewalkingandbicyclingareconsidered“thenorm,”acertainamountof encouragementhappensinherently,byexample.Commonexamplesofpromotionalprograms andactivitiesinclude: o WellͲmarkedrouteswithwayfindingsignsandprintedmaps; o WebͲbasedbikingandwalkingrouteplanningandmaps,includingextensive countrysidepathwaysinvitingtouristsandotheroccasionalusers; o Sharedbikeprogramsforpublicagencies,privatecompanies,orthegeneralpublic; o FreeorverylowcostpublicͲusebicycles; o Routineprovisionofqualitybikeracksatconvenientlocations; o EmployerͲsponsoredprograms(bikeͲtoͲworkincentives); o Marketingcampaignstoreduceorshiftshortcartrips(Figure5); o PublichealthͲsponsoredwellnessandphysicalactivityprograms;and, o Personalizedtravelplanning.
Figure5.PromotionalBannerstoReduce“RidiculouslyShort”CarTrips (Malmö,Sweden) 9
KeyFindingsRelatedtoEvaluation(Monitoring) x Manyoftheforeignhostsprovideregularperformancereportsonpedestrianandbicyclist safetyandmobility.Theseperformancereportsmeasuretheagency’sprogresstowardstated goalsandoutcomes,andareusedtorefinepoliciesandstrategiestoensurethatgoalsaremet. Forexample,thecityofCopenhagenpublishesa“BicycleAccount”everytwoyearsthatreports onseveralmeasuressuchascyclistmodesplit,safety,andperceivedcomfortandsafety.The mostcommonpedestrianandbicyclistperformancemeasureswereusage(e.g.,counts,mode share)andsafety(e.g.,fatalitiesandseriousinjuries),whichweretypicallyreportedonan annualbasis. x Severalcitiesprovideda“showcase”counterinahighlyvisiblelocationtodemonstratedaily andannualbicycleuse.Althoughthistoolwasnotedtoyieldvaryingand,insomecases, inaccurateresults,itwasapointofprideandareminderthatwhatgetscountedcounts. RECOMMENDEDIMPLEMENTATIONACTIONS Thekeyfindingswereusedbythescanteamindevelopingtherecommendedimplementationactions, whicharesummarizedinthissection. Policy x Encouragetransportationpolicy(national,state,andlocallevel)thataddressesthesafetyand mobilityofbiking/walking/nonͲmotorizedmodes,suchthatthesemodesshallbegiven highestpriorityintheroaduserhierarchy.Thishierarchy,whenintegratedwithpublictransit, simultaneouslyaddressesnumerousotherpublicpolicygoals,suchaslivability,sustainability, publichealth,climatechange,andcongestionmanagement.Toimplementthispolicy,establish specificandmeasurableoutcomeswithperformancetargets,includingusageandsafety experience(seetheEvaluationrecommendationlaterinthissection). Engineering x Evaluateandconsiderimplementationofinnovativesignalfeaturesandgeometricdesignsto improvepedestriansafetyatstreetcrossings.Examplesofthesefeaturesarediscussedinthe KeyFindingsRelatedtoEngineeringsection. x Evaluateandconsiderimplementationofinnovativestrategiestoimprovebicyclistsafety. ExamplesofthesestrategiesarediscussedintheKeyFindingsRelatedtoEngineeringsection. x EvaluatetheapplicabilityoflowerͲspeedstreetdesignsinresidentialandcommercialzones. Theevaluationshouldaddressthedifferencesinapplicationbetweenresidentialand commercialareas,andshouldmoreclearlydefinecriteriafortheuseoflowͲspeedstreetdesign intheU.S.
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Developguidanceonbestpracticesforintegratingbicycleandpedestrianconsiderationsinto publictransit,includinginterͲcityrail.Theseconsiderationsincludepermittedtimesofbike boarding,bikeparking,bikesontrainsandbuses,andbikesharing(e.g.,citybike)programs.
Education x Institutionalizeongoingtrafficsafetyeducationstartingatanearlyageincludingknowledge andskillͲbasedlearning.ThesafetyeducationprogramscanbemultiͲfacetedandincludea varietyofagenciesandorganizationsforoptimaldelivery. x Unifyalltrafficsafetycampaigns(includingbicycleandpedestriansafety)underasingle nationalbrand.Forexample,theUnitedKingdom’sDepartmentforTransporthasdevelopeda roadsafetyprogramcalled“THINK!”thatincludeseducationalmaterialsfornumeroussafety focusareas. Enforcement x Promotetheuseofphotoenforcementasatooltoimprovepedestrianandbicyclistsafety. Encouragement x Developandimplementprogramsthatencourageandenableregularwalkingandbiking. ExamplesofthesestrategiesarediscussedintheKeyFindingsRelatedtoEncouragementsection. Evaluation x Developandimplementaperformancemonitoringandreportingprogramthatregularly (annualbasis)measuresprogresstowardstatedgoals/outcomes.Keyperformancemeasures areusageandsafetyexperience.Nationalguidanceshouldbegivenonaconsistentformatand asamplingstrategytodevelopnationalestimates.Additionally,FHWA’s1994NationalBicycling andWalkingStudyshouldbeupdatedtoreflectcurrentconditionsandreneworreestablish nationalgoalsforbicyclingandwalkingsafetyandusage. NEXTSTEPS AsevidencedinthisSummaryReport,thescanteamidentifiednumerousapproachesinthehost countriesforimprovingwalkingandbikingsafetyandmobilitythatmeritconsiderationhereintheU.S. ThenextcriticalstepinFHWA’sInternationalTechnologyScanningProgramistheimplementation phase,whichhasalreadybegun.Themembersofthisscanteamwillcommunicatethekeyfindings, promoteimplementationideas,andhelptoadvancetheadoptionoftheapproachesandpractices describedinthisreport.Ultimately,though,thescanteamwillrelyon“champions”fromnumerous agencies,organizations,andgroupsintheU.S.toputintopracticethesepoliciesandapproachesthat willultimatelytohelpincreasesafetyandmobilityforwalkingandbicycling.
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