Table 1 Findings from key selected studies.
References | Analysis type | Key findings related to pedestrian safety on arterial |
|---|---|---|
Integrated choice and latent variables (ICLV) models | Pedestrians on principal urban arterials show low risk-taking behavior with high related exposure Pedestrians on minor arterials show more frequent risk-taking behavior with still high related exposure | |
Statistical model using GIS and crash data | The absence of sidewalks along urban arterials with four to six lanes significantly increases pedestrian crash likelihood Daily traffic volumes and roadway category impact crash likelihood on arterials Incident Risk Ratio (IRR) of pedestrian crashes is 1.67 times higher on arterials without sidewalks The likelihood of pedestrian crashes per mile is three times greater on arterials without sidewalks | |
Correlation analysis | Pedestrian crashes on multi-lane high-speed arterials are related to access density, transit stop density, and lighting level Countermeasures include engineering solutions, enforcement, and human behavior modification Recommendations are expected to be applicable to similar principal arterials | |
Random parameters multinomial logit models | The likelihood of pedestrian injury severity at high-speed limit zones is about 3.1 times higher for roadways with 40,000 vehicles per day, 3.2 times higher for two-way roads with a positive median barrier, and 1.7 times higher for urban principal roadways compared to medium-speed limit zones Higher likelihood of severe pedestrian injury in high-speed limit zones during afternoon peak, turn-lane, and dark conditions Crashes on urban principal arterials with 30–40 mph and 45–70 mph speed limits had a 0.0424 and 0.0254 higher probability of severe pedestrian injuries, respectively Crashes on urban major arterials with a 30–40 mph speed limit had a 0.0027 higher probability of severe pedestrian injury | |
Hierarchical clustering | Identified 60 unique fatal pedestrian crash hot spot corridors, primarily on multilane urban primary arterial roadways More than three-quarters had speed limits of 30 mph or higher, and 62% had traffic volumes exceeding 25,000 vehicles per day Hot spots classified into urban primary arterial roadways, requiring targeted safety strategies | |
Multilevel mixed effects Poisson models | Principal arterials have the highest pedestrian collision rates Collision rates increase by 9% per 10 feet of street width Intersections with traffic signals and marked crosswalks have higher collision rates | |
Generalized estimating equations with negative binomial link function | Heavier traffic volumes, more road lanes, and higher speed limits on arterial roads increase severe crash risk Medians reduce severe crash risk Higher risks of severe crashes are associated with intersections having small angles, countdown signals, and road segments with higher side-access densities and bus stops | |
Regression modeling | Strong associations between traffic on non-access-controlled principal arterial and minor arterial roadways and pedestrian fatalities Increase in traffic density on these arterial roads significantly raises pedestrian fatality risks Employment density in the retail sector is strongly associated with pedestrian fatalities in urban and rural tracts | |
Crash frequency and severity models | Increased pedestrian-vehicle crashes associated with higher travel demand and commute behaviors on arterial roads Network characteristics and sociodemographic features significantly impact crash frequency and severity | |
Log-linear regression for pedestrian exposure model | Developed a statewide model to estimate annual pedestrian crossing volumes at intersections on the California State Highway System Significant explanatory variables include intersections with principal arterial and minor arterial roadways Employment density, population density, and number of schools are key factors in pedestrian volumes | |
Safety performance functions (SPFs) | Pedestrian crashes at intersections on arterial roads are influenced by activity measures and intersection size/complexity Higher pedestrian volumes initially increase crash likelihood, but expected crashes decline above a certain threshold SPFs can help prioritize locations for safety improvements beyond high-crash areas |
