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Evaluation of Protected Left-Turn Phasing and Leading Pedestrian Intervals Effects on Pedestrian Safety
Transportation Research Record: Journal of the Transportation Research Board ( IF 1.7 ) Pub Date : 2021-07-22 , DOI: 10.1177/03611981211025508
Elissa Goughnour 1 , Daniel Carter 2 , Craig Lyon 3 , Bhagwant Persaud 4 , Bo Lan 5 , Piljin Chun 1 , Ian Hamilton 1 , Kari Signor 5 , Meg Bryson 5
Affiliation  

Pedestrian safety is an important public health issue for the United States, with pedestrian fatalities representing approximately 16% of all traffic-related fatalities in 2016. Nationwide, transportation agencies are increasing their efforts to implement engineering-based improvements that increase pedestrian safety. These agencies need statistically rigorous crash modification factors (CMFs) to demonstrate the safety effectiveness of such countermeasures, and to apply in benefit–cost analyses to justify their implementation. This study focused on developing CMFs for two countermeasures that show promise for improving pedestrian safety: protected or protected/permissive left-turn phasing, and leading pedestrian intervals (LPIs). Data were acquired from four North American cities that had installed one or both of the countermeasures of interest: Chicago, IL; New York City, NY; Charlotte, NC; and Toronto, ON. The empirical Bayes before–after study design was applied to estimate the change in expected crash frequency for crashes following treatment. The protected left-turn phasing evaluation showed a benefit in reducing vehicle–vehicle injury crashes, but did not produce statistically significant results for vehicle–pedestrian crashes. For those crashes a disaggregate analysis did reveal that this treatment could be especially beneficial where pedestrian volumes exceed 5,500 per day. The LPI evaluation showed a statistically significant reduction in vehicle–pedestrian crashes with an estimated CMF of 0.87.



中文翻译:

保护性左转相位和引导行人间隔对行人安全的影响评估

行人安全是美国的一个重要公共卫生问题,2016 年行人死亡人数约占所有交通相关死亡人数的 16%。在全国范围内,交通机构正在加大力度实施基于工程的改进,以提高行人安全。这些机构需要统计严格的碰撞修正系数 (CMF) 来证明此类对策的安全有效性,并应用于收益-成本分析以证明其实施的合理性。本研究的重点是为两种有望改善行人安全的对策开发 CMF:受保护或受保护/允许左转相位,以及领先行人间隔 (LPI)。数据来自四个安装了一种或两种感兴趣的对策的北美城市:伊利诺伊州芝加哥;纽约州纽约市;北卡罗来纳州夏洛特;和多伦多,ON。应用经验贝叶斯前后研究设计来估计处理后碰撞的预期碰撞频率的变化。受保护的左转相位评估显示出在减少车辆与车辆碰撞事故方面的优势,但在车辆与行人碰撞方面没有产生具有统计学意义的结果。对于这些事故,分解分析确实表明,这种处理方法在每天行人量超过 5,500 的情况下尤其有益。LPI 评估显示车辆与行人碰撞的统计显着减少,估计 CMF 为 0.87。应用经验贝叶斯前后研究设计来估计处理后碰撞的预期碰撞频率的变化。受保护的左转相位评估显示出在减少车辆与车辆碰撞事故方面的优势,但在车辆与行人碰撞方面没有产生具有统计学意义的结果。对于这些事故,分解分析确实表明,这种处理方法在每天行人量超过 5,500 的情况下尤其有益。LPI 评估显示车辆与行人碰撞的统计显着减少,估计 CMF 为 0.87。应用经验贝叶斯前后研究设计来估计处理后碰撞的预期碰撞频率的变化。受保护的左转相位评估显示出在减少车辆与车辆碰撞事故方面的优势,但在车辆与行人碰撞方面没有产生具有统计学意义的结果。对于这些事故,分解分析确实表明,这种处理方法在每天行人量超过 5,500 的情况下尤其有益。LPI 评估显示车辆与行人碰撞的统计显着减少,估计 CMF 为 0.87。对于这些事故,分解分析确实表明,这种处理方法在每天行人量超过 5,500 人的情况下尤其有益。LPI 评估显示车辆与行人碰撞的统计显着减少,估计 CMF 为 0.87。对于这些事故,分解分析确实表明,这种处理方法在每天行人量超过 5,500 人的情况下尤其有益。LPI 评估显示车辆与行人碰撞的统计显着减少,估计 CMF 为 0.87。

更新日期:2021-07-23
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