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From page 230... ... 230 Appendix B: Stakeholder Interviews Introduction This appendix presents the feedback received from stakeholder interviews conducted by the research team. Organizations to be interviewed were proposed by the research team in the Amplified Work Plan and were selected to provide a mix of agency types: state DOTs, MPOs, and cities and counties. Read the entire page →
From page 231... ... 231 Table B1. Organizations Interviewed by Type. Read the entire page →
From page 232... ... 232 Pedestrian Volume Counting Pedestrian Volume Data Collection A total of 29 interviewees responded that they collect pedestrian volume data:  MPOs (7) Read the entire page →
From page 233... ... 233 device and were just gaining experience with it. One interviewee uses a combination of an infrared detector and piezoelectric loop, but has found undercounting with bicyclists. Read the entire page →
From page 234... ... 234  Fifteen to 30 days, annually (passive infrared)  One- to three-month intervals (passive infrared) Read the entire page →
From page 235... ... 235  Before-and-after studies (3)  Planning (e.g., new trail locations, pedestrian plans) Read the entire page →
From page 236... ... 236  Pedestrian signal (1)  Shorter crossing distance with road diet (1) Read the entire page →
From page 237... ... 237 Countermeasure Effectiveness Only five organizations had tried to quantify effectiveness of at least one of their safety countermeasures through before-and-after studies using crash data. Therefore, the results in this section are primarily anecdotal. Read the entire page →
From page 238... ... 238 Process for Identifying Locations Requiring Countermeasures Organizations used the following to identify locations requiring pedestrian safety countermeasures:  Safety planning and monitoring programs (22) – Crash analysis (10) Read the entire page →
From page 239... ... 239 Process for Prioritizing Countermeasures The interviewees used the following processes to prioritize the implementation of pedestrian safety countermeasures:  Crash data (13) – Risk model, risk factors (2) Read the entire page →
From page 240... ... 240 One organization noted that seemingly simple projects, such as filling a sidewalk gap, can turn out to be very expensive, due to the need for water drainage and detention facilities, and that intersection projects were also expensive. The agency also noted that they had started bringing public health factors into the discussion to help justify installing countermeasures. Read the entire page →
From page 241... ... 241 Pedestrian Quality of Service Interviewees were told that pedestrian QOS refers to a pedestrian's perceived experience using a transportation facility. It can encompass a range of factors, including pedestrian facility infrastructure and amenity quality, level of crowding, and perceived safety and security, among others. Read the entire page →
From page 242... ... 242 Methods Used to Measure QOS Interviewees identified the following methods that they use to measure pedestrian QOS:  HCM (9) – Shared-use path method (2) Read the entire page →
From page 243... ... 243 Oregon DOT Pedestrian Level of Stress Method ODOT was very satisfied with its pedestrian level of stress method. The variables are easily quantifiable and include ADA factors. Read the entire page →
From page 244... ... 244 Other Thoughts on Pedestrian QOS Some interviewees offered additional thoughts on pedestrian QOS not covered in the interview script:  If facilities are built, we should not just evaluate them from the operational standpoint, but from the viewpoint of how people perceive them for walking. This could help in creating design standards. Read the entire page →
From page 245... ... 245 Table B2. Interviewee Ratings of Potential Research Topics. Read the entire page →
From page 246... ... 246  Methods to determine if sidewalks are needed on both sides of the roadway in low-density areas  Quantifying vehicle–pedestrian interactions at signalized intersections  Transit access quality  How to collect pedestrian data in rural settings  Need more data on curb extensions  E-scooter effects on pedestrians  Impacts of speed and speed limit on pedestrians  How to educate public on pedestrian safety  Determining latent demand  How to make an argument to build pedestrian facilities in suburban areas when pedestrian volumes are low, construction costs are relatively high, and many areas have limited facilities  How to use existing data for estimating volumes  Climate impact on pedestrian safety (e.g., need for shade)  Understanding benefits of countermeasures sooner (e.g., not necessarily having to wait for multiple years of crash data) Read the entire page →
From page 247... ... 247  How to create a robust counting program?  Safety countermeasure trade-offs of perceived and actual safety. Read the entire page →

From page 230...

... 230 Appendix B: Stakeholder Interviews Introduction This appendix presents the feedback received from stakeholder interviews conducted by the research team. Organizations to be interviewed were proposed by the research team in the Amplified Work Plan and were selected to provide a mix of agency types: state DOTs, MPOs, and cities and counties.