Adam Choit's short film about his attempts to get a crosswalk on Sunset Boulevard, and the LA DOT's subsequent response, have reminded us once again how easy it is for traffic engineers, policymakers, and others to blithely cite "studies" proving how dangerous marked crosswalks are without technically, to use a scientific phrase, "having the slightest clue what they are talking about."
Happily, a recent publication from the Oregon DOT includes a nice summary--with citations--of the latest research on crosswalks, pedestrian crashes, and what the research really shows:
Happily, a recent publication from the Oregon DOT includes a nice summary--with citations--of the latest research on crosswalks, pedestrian crashes, and what the research really shows:
- Research with data from over 1000 marked crosswalks and 1000 unmarked crosswalks concluded that no meaningful differences in crash risk exists between marked and unmarked crosswalks (Zeeger et al. 2005)
- Another study at six crossings of varying lane width and speed limits between 25 and 30 mph found that marked crosswalks improved driver yielding rates (Mitman et al. 2008)
- Longer crossing distances and crossings with more lanes can be more dangerous than narrower crossings (Baltes and Chu 2002; Petritsch et al. 2005; Zeeger et al. 2005; Zeeger et al. 2006; Harwood et al. 2008)
- Right-turn only lanes are positively associated with an increase in crash rates (Petritsch et al. 2005; Schneider et al. 2010)
- Crash rates increase with higher speed limits at uncontrolled crossings (Zeeger et al. 2006
- Sidewalks tend to decrease crash rates (McMahon et al. 1999; Berhanu 2004)
- Urban areas have higher crash rates than rural areas.(Zeeger et al. 2006)
- Transit stops, neighborhoods with median annual income of less than $25,000, and proximity to alcohol sales establishments tend to be positively associated with crash rates (Harwood et al. 2008)
- Higher crash rates occur around malls, schools and parks (Wedagama et al. 2006; Clifton and Kreamer-Fults 2007)