CMF / CRF Details

CMF ID: 4115

Increase cycle length for pedestrian crossing

Description: Increase the total cycle length to lengthen pedestrian crossing time.

Prior Condition: The cycle lengths of many of the intersections on Queens Boulevard (a 12-lane thoroughfare) and Ocean Parkway (has a central 7-lane roadway, two service roads, and two medians with trees) were increased as a traffic safety countermeasure: from 120-second to 150-second on Queens Boulevard, allowing an additional 20-second walk time for pedestrians crossing the very wide main street, and from 90 to 120 seconds on Ocean Parkway, allowing an increase in pedestrian crossing time from 6 to 17 seconds.

Category: Pedestrians

Study: The Relative Effectiveness of Pedestrian Safety Countermeasures at Urban Intersections - Lessons from a New York City Experience, Li Chen, Cynthia Chen, and Reid Ewing, 2012

 
Star Quality Rating: 2 Stars   [View score details]
Crash Modification Factor (CMF)
Value: 0.5
Adjusted Standard Error:
Unadjusted Standard Error:
Crash Reduction Factor (CRF)
Value: 50   (This value indicates a decrease in crashes)
Adjusted Standard Error:
Unadjusted Standard Error:
Applicability
Crash Type: Vehicle/pedestrian
Crash Severity: All
Roadway Types: Not Specified
Number of Lanes: 6
Road Division Type: All
Speed Limit:
Area Type: Urban
Traffic Volume:
Average Traffic Volume:
Time of Day: All
If countermeasure is intersection-based
Intersection Type: Roadway/roadway (not interchange related)
Intersection Geometry: 3-leg,4-leg,More than 4 legs
Traffic Control: Signalized
Major Road Traffic Volume:
Minor Road Traffic Volume:
Average Major Road Volume :
Average Minor Road Volume :
Development Details
Date Range of Data Used: 1998 to 2008
Municipality: New York City
State: NY
Country: USA
Type of Methodology Used: Simple before/after
Sample Size (crashes): 155 crashes before, 31 crashes after
Other Details
Included in Highway Safety Manual? No
Date Added to Clearinghouse: Nov-01-2012
Comments: The corresponding change in crashes in the comparison group was a 4 percent reduction in pedestrian-vehicle crashes. This could be used to adjust the treatment effect to account for other factors not related to the treatment.