Michael R. Baltes

WHY PEOPLE CROSS WHERE THEY DO: THE ROLE OF STREET ENVIRONMENT

The role of the street environment in the way people cross roads in urban settings is modeled. Respondents were placed in real traffic conditions at the curbside of street blocks in the Tampa Bay, Florida, area for 3-min observations of the street environments. Without crossing the blocks, respondents stated their crossing preference at each of six blocks. The origin and destination of each crossing were hypothetically set and varied across the blocks. So were the options available: two options for crossing at an intersection and up to four options for crossing at midblock locations. Within the framework of discrete choice models, the stated preferences are explained with the street environment, including traffic conditions, roadway characteristics, and signal-control characteristics. All three components of the street environment are considered: midblock locations, intersections, and roadside environment. The data are described; a nested logit model of pedestrian street-crossing behavior is estimated; and its implications to researchers and practitioners are discussed.

PEDESTRIAN LEVEL OF SERVICE FOR MIDBLOCK STREET CROSSINGS

A level-of-service methodology for pedestrians crossing streets at midblock locations was developed. The methodology can provide a measure of effectiveness that indicates pedestrians’ perceived quality of service in crossing roads at midblock locations. An objective was to determine what variables are correlated with pedestrians’ perceived quality of service for midblock crossings. A statistical calibration and validation process involved the collection of actual site characteristics and stated levels of quality of service by a sample of persons at a selection of midblock crossing locations. The variables included those that are most important to the Florida Department of Transportation and local governments for the purpose of improving pedestrian mobility, safety, and livability. Results showed that the levels of crossing difficulty tend to increase with the width of painted medians, signal spacing, and turning movements. They also showed that both the presence of pedestrian signals and cycle length are statistically significant, although they were hypothesized to be indeterminate. Finally, the results further indicated that people tend to find that the presence of pedestrian signals lowers their level of crossing difficulty.

Factors influencing nondiscretionary work trips by bicycle determined from 1990 U.S. census metropolitan statistical area data

An extensive range of factors that may have some influence on the selection of the bicycle as the mode for work trips is explored using data from metropolitan statistical areas (MSAs) extracted from the 1990 U.S. census. Only data extractable from the census were used for analysis. The sample included 100 percent of MSAs in the United States. Regression analysis was used to provide insight into the contributory factors. The dependent variable used in the analysis was the percentage of the modal split captured by bicycle for work trips in each MSA. The findings from the analysis indicated that levels of bicycling vary greatly from metropolitan area to metropolitan area within the United States. MSAs with relatively high levels of nondiscretionary bicycling appear to have urban densities that promote shorter trips, relatively temperate year-round climates, and a large proportion of students, particularly college students. The strongest finding reinforces what is already well known about nondiscretionary tra...

Descriptive Analysis of Crashes Involving Pedestrians in Florida, 1990-1994

A descriptive analysis was conducted of pedestrian crash data used to categorize pedestrian crashes according to a variety of factors, including pedestrian gender and age, time of day, pedestrian’s contributing cause of crash, injury severity, weather condition, road system identifier, and so forth, to the specific sequence of events perceived to influence the crash. The results reported are based on 5 years (1990–1994) of pedestrian crash data in Florida. The database contained 44,541 or 100 percent of the pedestrian crashes that were reported to law enforcement that occurred in Florida during this period. The process of categorizing pedestrian crashes in the manner described provides a valuable analytical tool for developing effective and practical countermeasures to reduce the deaths and injuries incurred by pedestrians involved in traffic crashes in Florida and elsewhere. Analysis of the pedestrian crash data can provide information about to whom and where, when, and how crashes occur in Florida.

MEASURING PEDESTRIAN QUALITY OF SERVICE FOR MIDBLOCK STREET CROSSINGS: SELECTION OF POTENTIAL DETERMINANTS

The Florida Department of Transportation is in the process of developing a statistically estimated model of pedestrian quality of service for midblock street crossings as part of its Multimodal Quality of Service Program. This model is to be used in evaluating the level of service of street segments for pedestrian street crossing. The actual development of the model, including methodological issues explored, data collection, and model calibration and validation, is reported separately. A process was used to select potential determinants of perceived pedestrian quality of service for midblock street crossings. This process is structured and involves two steps. The first step involves the selection of a set of potential determinants through a theoretical analysis of pedestrian behavior for street crossing. The theoretical consideration ensures that these potential determinants have a sound behavioral foundation. The second step involves narrowing down this theoretical set through a practical analysis of planning needs and data requirements by an advisory committee. This practical consideration ensures that the final set of potential determinants and the model both are practically relevant.

Measuring motorist comprehension of Florida's school bus stop law and school bus signalization devices

Motorists’ knowledge of Florida’s school bus stop law (the Law) and various school bus signalizations was investigated and is summarized. The study focused on determining the level of motorists’ knowledge regarding their driving responsibilities as defined in the Law and the meaning of the various signalizations used on school buses. To gather the necessary information, a simple one-page survey was developed and distributed to a random sample of driver’s license examining offices in the state. Summary statistics indicate that significant confusion exists on the part of motorists regarding their responsibilities as defined in the Law as well as the meaning of the various school bus signalizations. In addition to the reporting of summary statistics, many logistic regression models were developed using the sample data to determine the odds ratios of increasing motorists’ knowledge of the Law and signalizations associated with explanatory variables including age, gender, ethnicity, receipt of a citation for violation of the Law, and recent exposure to safety information about the Law and signalizations via driver training courses, public service announcements (PSAs) on TV or radio, or some other form of electronic or printed media, for example. Findings from some of the models indicate that certain factors significantly increased and decreased the odds of motorists having knowledge of the Law and various signalizations. Recommendations include increasing the awareness of motorists through PSAs, adding questions to driver’s license examinations about stopping for school buses, and decreasing the period of time between required driver’s license renewals.