Systemic Pedestrian Safety Analysis (2018) / Chapter Skim
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Pages 66-70
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From page 66... ...
66 Background and Motivation In addition to analyzing high crash locations, the Arizona Department of Transportation (Arizona DOT) developed a crash risk assessment methodology to proactively identify state highway segments and intersections where investment can help to cost-effectively lower the risk of pedestrian crashes.
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From page 67... ...
Case Example 3: Arizona Department of Transportation 67 were not used in the initial risk assessment but were available for diagnosing potential conflicts at sites that had prior crashes. Step 3: Determine Risk Factors Arizona DOT used risk factors established from prior research in their approach, divided into three categories: • Existing conditions: factors relating to the lack of pedestrian accommodations; • Pedestrian demand: factors estimating pedestrian exposure; and • At-risk groups: factors in the degree of safety concern that the absence of facilities creates.
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From page 68... ...
68 Systemic Pedestrian Safety Analysis Step 4: Identify Potential Treatment Sites Arizona DOT uses the GIS-based risk scoring tool to identify potential treatment locations on the state highway system. Roadway segments are ranked by the total number of points earned, and high risk locations -- that is, those with more than 32 total points based on all category variables some of which are not included in Table 21 -- are mapped using GIS (see Figure 8)
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From page 69... ...
Case Example 3: Arizona Department of Transportation 69 for each of these site groupings, so that the benefits of treatments could be measured across sites with similar risk factors but different crash histories. Step 5: Select Potential Countermeasures Arizona DOT identified a set of effective pedestrian countermeasures and select other countermeasures that may help to address pedestrian crash types along the state highway system from research.
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From page 70... ...
70 Systemic Pedestrian Safety Analysis severity outcome by crash type for all of the prior crashes on the state highway system. Their report also describes how they assigned a service life and annual operating costs, as well as initial construction costs, to each potential countermeasure to be used in the benefit–cost calculations.
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