A Guide to Developing a
Pedestrian Safety Action Plan
An Arizona Supplement to the
National “ How to Develop a Pedestrian Safety Action Plan”
Arizona Department of Transportation
Highway Enhancements for Safety ( HES)
April 9, 2007
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A Guide to Developing a Pedestrian Safety Action Plan:
An Arizona Supplement to the
National “ How to Develop a Pedestrian Safety Action Plan”
EXECUTIVE SUMMARY
INTRODUCTION
Arizona ranked fifth in the nation in pedestrian fatality rates per 100,000 population in
2005. The Federal Highway Administration ( FHWA) offered Arizona the opportunity to
be one of the thirteen focus states receiving federal assistance to develop a Statewide
Pedestrian Safety Action Plan ( PSAP). The Arizona Department of Transportation
( ADOT) is leading the initiative in coordination with FHWA Arizona Division Office and
the Arizona Governor’s Office of Highway Safety ( GOHS). All Metropolitan Planning
Organizations ( MPO), Council of Governments ( COG) and selected cities were invited
to participate. The City of Phoenix, one of five focus cities identified by FHWA based on
pedestrian fatalities, has actively participated from the beginning; Phoenix has
completed a draft PSAP.
TIMELINE
The following timeline was developed in early 2006 following an FHWA workshop on
“ How to Develop a Pedestrian Safety Action Plan”.
Description Date Status/ Outcome
Introductory Meeting December 04 Formed a Pedestrian Safety
Group
Arizona Supplement to the
national How to Develop a
Pedestrian Safety Action Plan
May 06 - Present Reviewed by FHWA in
February 2007 and finalized
for distribution March 07
National Pedestrian Safety Focus
States/ Cities Meeting
October 05 Five representatives from
Arizona participated
Workshop on How to Develop a
Pedestrian Safety Action Plan
January 06 Two workshops at Phoenix
and Tucson with 90
participants
Workshop on Designing
Accessible Pedestrian Facilities
October 06 Phoenix workshop with 40
participants
Workshop on Designing Streets
for Pedestrian Safety
February 07 Two workshops at Phoenix
and Flagstaff with 70
participants
ADOT PSAP October 07 Funding expected FY 08 and
RFP under preparation
Phoenix PSAP March 07 Draft in review by the City
Council
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ACCOMPLISHMENTS
• Formed a statewide pedestrian safety group
• Hosted three pedestrian- related workshops sponsored by FHWA
• Developed the Arizona supplement to the National “ How to Develop a Pedestrian
Safety Action Plan”
ACTION ITEMS
• April 07: Distribute the Arizona supplement to the National How- to- Guide
• April 07 – September 07: Develop scope of work and RFP for ADOT PSAP
• October 07 – August 08: Develop ADOT PSAP
• Ongoing: Provide technical assistance and guidance to local jurisdictions
• Ongoing: Include local agency action plans into the overall statewide plan
• Annually: Evaluate the ADOT and statewide PSAP performance
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BACKGROUND
The commitment to safety for all modes of transportation should be one of the top
priorities of Arizona agencies and local governments. This guidebook provides the
framework to effectively improve pedestrian safety in your community. Since enactment
of the Intermodal Surface Transportation Efficiency Act ( ISTEA) in 1991, all modes of
transportation must be considered for inclusion. With more pedestrian accommodations
being built into the system, it is vital that due consideration is made for pedestrian
safety.
If pedestrian safety is already a priority, this guide will assist in creating a Pedestrian
Safety Action Plan ( PSAP). An action plan facilitates the following:
• Inclusion of pedestrian safety into project development
• Development of public awareness and education campaigns
• Increased pedestrian- safety project funding and construction
Each year there are approximately 4,600 pedestrian deaths on our nation’s roadways;
this is about 11 percent of all traffic fatalities ( 1). This percentage is typically much
higher in urban areas, accounting for 25 to 40 percent of all traffic fatalities ( 2). Another
70,000 pedestrians are injured in roadway crashes annually ( 1). Over the last three
years ( 2003- 2005), Arizona experienced an annual average of 142 pedestrian fatalities
and 1,524 pedestrian injuries. The State’s average pedestrian fatality rate was 2.64
per 100,000 population; the national average was 1.65 per 100,000 population in 2005.
Arizona ranks fifth in the nation in pedestrian fatality rates per 100,000 population ( 3).
The Federal Highway Administration ( FHWA) established a goal in 2003 of reducing
pedestrian fatalities and injuries by 10 percent by the year 2008, which would amount to
465 lives saved ( 4). The following graph shows pedestrian fatalities decreasing
nationally from 2001 through 2004, but rising again from 2004 to 2005.
Pedestrian Fatalities in the Nation
4600
4650
4700
4750
4800
4850
4900
4950
5000
2001 2002 2003 2004 2005
Year
2
In Arizona the trend is similar and Pedestrian Safety Action Plans are a way to reverse
this trend locally and statewide.
Pedestrian Fatalities in Arizona
80
100
120
140
160
180
2001 2002 2003 2004 2005
Year
The national goal of reducing pedestrian fatalities prompted FHWA to identify states and
metropolitan areas with above- average crash statistics. States with more than 150
fatalities or with a pedestrian fatality rate above 2.5 per 100,000 population and cities
with a high number of pedestrian fatalities were targeted. Arizona is one of thirteen
focus states and Phoenix is one of five focus cities based on these criteria.
Because of the need to address traffic safety in Arizona, the Governor’s Traffic Safety
Advisory Council ( GTSAC) adopted the Arizona Transportation Safety Plan in 2005 ( 5).
This plan empowered six technical sub- committees along with communication and
legislative sub- committees to address media and legislative needs, respectively. One of
the emphasis areas is improving pedestrian and bicyclist safety. Learn more about the
Council and Plan by visiting the GTSAC website ( www. gtsac. org).
This statewide pedestrian safety initiative parallels the GTSAC mission, and creates
many partnering and funding opportunities.
The Arizona Department of Transportation ( ADOT) Highway Enhancements for Safety
( HES) Section is leading the development of a Statewide PSAP with support from the
various federal, state and local jurisdiction stakeholders. The Pedestrian Safety Group
members envision the State and local jurisdictions developing unique PSAPs to meet
their individual needs. An effective PSAP will contain clearly stated goals and
objectives for improving pedestrian safety.
The City of Phoenix PSAP will be finalized in Summer 2007. The Phoenix PSAP sets
goals and performance measures for improving pedestrian safety and synthesizes their
existing pedestrian safety policies and procedures. The Arizona Department of
Transportation is currently developing their PSAP, and along with FHWA and the City of
Phoenix can provide technical assistance and guidance to local jurisdictions.
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INTRODUCTION
This is the Arizona supplement to the National “ How to Develop a Pedestrian Safety
Action Plan” ( 2). The purpose of this guide is to provide a summary of the national
How- to- Guide elements along with Arizona applications and resources. The elements
discussed in this guide are:
• Goals and Objectives
• Identifying Stakeholders
• Data Collection
• Data Analysis
• Funding
• Routine Monitoring
In each of these elements, there are Arizona- specific examples. There is also a section
dedicated to good examples in Arizona. In using this guide, it is recommended to refer
the National How- to- Guide available online ( www. walkinginfo. org).
GOALS AND OBJECTIVES
Goal Setting
The statewide goal is improving pedestrian safety throughout Arizona. In their action
plan, each jurisdiction should set specific goals that coincide with the statewide goal.
Defining Objectives
The statewide objective is reducing pedestrian fatalities and injuries in Arizona by
implementing Statewide PSAP. The exact reduction goal will be included in the Arizona
Strategic Highway Safety Plan ( SHSP) submitted to FHWA in October 2007.
An effective PSAP should define specific and measurable objectives for reducing
pedestrian fatalities and injuries. Specific objectives facilitate practical and achievable
strategies, and provide the parameters for measuring progress.
IDENTIFYING STAKEHOLDERS
Stakeholder involvement is an essential element in creating publicly supported policies,
programs, and projects to improve pedestrian safety while creating a more walkable
community. Stakeholders are individuals with an interest in safe and walkable
communities and include local jurisdictions’ elected officials and staff, pedestrian and
neighborhood advocates, community business members, and the general public.
Stakeholders provide the political support for policies and budgets for pedestrian safety
programs and other pedestrian improvements. Elected officials need this support,
guidance, and input to lead the community in providing safer pedestrian conditions.
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Each local jurisdiction should form a Pedestrian Advisory Board ( PAB) to provide
political support for pedestrian safety projects and to ensure oversight of policies and
programs affecting pedestrian safety. Local jurisdictions should establish PABs with
stakeholders from the following groups:
• Local jurisdictions – including traffic and transportation engineers, planners,
neighborhood services officials and, parks, public works, police, and
development services staff within the jurisdiction. Optional members might
include attorneys and public transportation staff. Representatives from the local
Metropolitan Planning Organization ( MPO), Council of Governments ( COG),
ADOT, and FHWA Arizona Division office may be included for technical support
and guidance.
• Private sector – members of the business and development communities, public
health organizations, and media outlets.
• Citizen organizations – neighborhood associations, and non- profit organizations
( e. g., Safe Kids Coalition, the Federation for the Blind). Representatives from the
disabled community can provide valuable insight.
• Individual citizens – choose these members based on their broad interest and
long- term commitment to the community, and not on a single issue they may
have.
Strategies for Involving Stakeholders
Pedestrian Advisory Boards should be manageable in size and meet periodically
( monthly or bi- monthly). . The ideal PAB size ranges from 10 to 20 members to provide
diversity of membership and input. Private sector, citizen organization, and individual
citizen memberships should be for a limited time ( 1 to 2 years) to promote membership
turnover and new input, but appointments should be staggered to promote continuity.
Non- governmental candidates should apply for membership and be interviewed before
appointment to a PAB. Candidates need to have the broader interests of the
community in mind, be good listeners, and willing to work collaboratively on problem
solving. Some important concepts for obtaining stakeholder input include:
Provide quality information to PAB members: Non- technical PAB members need
information about pedestrian safety and other pedestrian issues to provide
informed and constructive input and feedback.
Setting the PAB agenda: The PAB chair should coordinate with jurisdiction staff
to develop an agenda for each meeting. Topics will include information to PAB
members as well as topics for review and input. These include agency policies
and practices and design review for individual projects, and funding/ budget input.
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Plans reviews: The PABs should review neighborhood plans, downtown
strategic plans, or other geographically- based design plans. They should be
involved in reviewing and approving the templates for roadway cross- sections
that will be “ pedestrian friendly”.
Establish venues for participation: In addition to having regular meetings and
communication with members, outreach opportunities include attending public
meetings, and e- mails and telephone calls from the public.
Create special- issue task forces: A special- issue task force may be useful for
large, complicated, controversial, or highly emotional issues such as school
safety problems. When forming a special- issue task force, the same principles
used to form the PAB are appropriate.
DATA COLLECTION
Data collection is an important initial step towards pedestrian safety analysis and
enhancements for any community. Jurisdictions may find the data elements shown
below useful in analyzing pedestrian safety:
• Crash Data
• Hospital Discharge and Emergency Department Data
• Roadway Data
• Traffic Counts
• Driver and Pedestrian Behavioral Studies
• Travel Surveys
Crash Data
Timely and accurate crash data helps identify a jurisdiction’s safety needs. It is
important to know precisely how and where the crash occurred ( which street was being
crossed, was it driveway or sidewalk related or a pedestrian walking along the roadway
crash). It is recommended that computerized crash data only be used to identify high
crash locations, corridors or areas. The individual police reports need to be reviewed to
fully evaluate how the crashes occurred to begin to identify countermeasures. Arizona
traffic crash data is available from the Motor Vehicle Division - Traffic Records Section,
of ADOT. The Traffic Records Section collects copies of all traffic crash reports filed
within the state of Arizona and compiles them into the Accident Location Identification
Surveillance System ( ALISS). At present, data from crash reports is available on the
ALISS within three to eight months of the crash and data requests from the public are
available within three days to a month of such a request. The most useful crash data
elements for an effective pedestrian safety analysis are listed below:
• Age and gender of both the driver and pedestrian
• Date and time of day
• Direction of travel
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• Driver and pedestrian physical conditions ( e. g. drug or alcohol use)
• Driver and/ or pedestrian citations
• Driver Speed
• Lighting conditions
• Weather condition
Some of ALISS data deficiencies are underreporting of crashes, errors in jurisdiction
reporting, lack of a detailed citation tracking system, and errors in street names. These
deficiencies may impede a jurisdiction's effort to identify high crash- frequency locations.
The GTSAC Traffic Records Coordinating Committee ( TRCC) has developed some
strategies to address these issues.
Hospital Discharge and Emergency Department Data
Hospital intake and emergency room records can sometimes yield information on
pedestrian crashes that are unreported or crashes that do not involve a motor vehicle
( e. g., a bicycle- pedestrian crash, pedestrian walking on the curb). In a recent study on
data from three states, 64% of the reported pedestrian injury events did not involve a
motor vehicle. Due to privacy concerns, hospital data may not be easy to obtain.
However, Arizona Department of Health Services has access to aggregate injury data
from both hospital discharge and hospital emergency department that is available upon
request.
Roadway Data
The Arizona Highway Performance Monitoring System ( HPMS) on the ADOT
Transportation Planning Division's website ( http:// tpd. azdot. gov/ datateam/ hpms. php)
provides useful roadway data for all State highways and routes. The Works Consulting,
LLC ( http:// www. azhighwaydata. com) website has HPMS information for other publicly-maintained
roads. The most useful roadway data elements for an effective pedestrian
safety analysis are listed below:
• Existing pedestrian facilities ( e. g. sidewalks, pedestrian signals, marked
crosswalks, etc.)
• Grade [ longitudinal or cross- section]
• Median type and width
• Number of lanes
• Pedestrian traffic generators ( e. g. grocery stores, bars, etc.)
• Posted Speed Limit
• Road surface condition ( e. g., wet, dry, snow)
• Roadway width
• Shoulder width
• Sight obstructions
• Street lighting ( e. g., presence, functioning)
• Traffic signal timing
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For the State system, Photo Log Viewer is available on ADOT’s intranet providing useful
roadway data. Sidewalk inventory maintained by local agencies is a good source of
sidewalk data for analysis ( e. g. Pima Association of Governments’ sidewalk inventory).
Traffic Counts
Annual Average Daily Traffic ( AADT) for the study location may be available in the
individual jurisdictions’ traffic databases as well as on their jurisdiction websites, if any.
For example, the AADT data for the State system is provided on the Transportation
Planning Divisions' website ( http:// tpd. azdot. gov/ data/ aadt. php). Other jurisdictions
need to contact the appropriate department.
In addition to vehicular counts, collecting pedestrian counts and analyzing traffic
patterns may explain pedestrian activity in a study area. The count times should reflect
the pedestrian crash patterns by time- of- day. Counts should be subdivided into 15
minute intervals, and individual crossing locations should be tallied separately. Elderly
and child pedestrian counts should be summarized separately from adult pedestrians,
and bicyclists should not be included in the counts.
Driver and Pedestrian Behavioral Studies
Studying a location's pedestrian and driver behavior is often useful in identifying
probable crash contributing factors. Behavioral studies should be part of the field
reviews conducted at identified high crash- frequency locations. Also, inferences
regarding behavior can be made from a review of the crash records.
Travel Surveys
Travel surveys of non- motorized roadway users can provide useful information on
pedestrian activity in an area, including the extent of the activity, and information on trip
generators and attractors. Travel surveys are especially important when a jurisdiction
does not routinely collect pedestrian volume data.
DATA ANALYSIS
Analyzing Information
Potential locations for pedestrian safety improvements within a jurisdiction are
identifiable through computerized crash data analysis. For example, pedestrian crashes
involving a pedestrian crossing an intersection and a turning vehicle should be coded as
“ Vehicle Turn/ Merge” crash type. Crash typing helps in identifying specific
countermeasures as detailed in the “ PEDSAFE: Pedestrian Safety Guide and
Countermeasure Selection System”, published by FHWA ( 6). At least three to five
years of crash data should be used to identify the locations and prioritize the pedestrian
safety improvements. Evaluation sites can be the following:
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• Spot Locations
• Corridors
• Target Areas
• Entire Jurisdiction
Spot Locations
Pedestrian safety concerns may focus on a specific location. Improvements at such
locations are mostly operational or construction related. Examples include curb
extensions, repainting crosswalks, and removing sight obstructions. Education and
enforcement measures include spot enforcement through installation of photo
enforcement ( red- light running) cameras and drivers- yield- to- pedestrian laws.
Corridors
A study segment can be subdivided into roadway segments of 0.5 mile to 5 mile in
length. Analysis of the crash data for roadway segments may reveal crash patterns
such as those occurring predominantly at night, at transit stops, at marked crosswalk, at
un- signalized intersections and so on. Crashes can be reduced by implementing
countermeasures throughout the corridor like providing sidewalks or street lighting in
locations with a high number of nighttime crashes.
Target Areas
Geographic Information Systems ( GIS) data is useful in identifying the target areas
within a jurisdiction. Use one to three years of pedestrian crash data to identify area-wide
pedestrian crash patterns. Examples of engineering improvements include area-wide
traffic calming, installation of Americans with Disabilities Act ( ADA) compliant curb
ramps, and curb radius reduction.
Entire Jurisdiction
Use policy, plans, and engineering design guideline changes to address pedestrian
safety issues in an entire jurisdiction. A lack of pedestrian crashes at a location does
not mean that it is safe for pedestrians. It may mean that the conditions are not ideal for
pedestrian activity or that there is a perceived danger. A pedestrian safety analysis
should therefore consider other factors in addition to crash frequencies. Education and
enforcement measures include radio and television public service announcements, and
photo enforcement ( red- light running) cameras. For example, the Federal Highway
Administration has a Pedestrian Safety Campaign available to any state or local
jurisdiction ( http:// safety. fhwa. dot. gov/ local_ program/ pedcampaign/ index. htm). The use
of " pedestrian decoys" for enforcing the requirement to yield to pedestrians in
crosswalks can also be employed.
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Pedestrian Crash Database
Because of limited resources, smaller jurisdictions rarely have a separate database for
recording pedestrian crashes. These jurisdictions might use the Pedestrian and Bicycle
Crash Analysis Tool ( PBCAT), Version 2.0 ( 7), developed by FHWA to provide a list of
viable countermeasures for local officials to consider. Creating a database with
pedestrian crash type is one of the features of the PBCAT. Linking this database to the
vehicle database is also possible. The Fatality Analysis Reporting System ( FARS) also
facilitates the understanding of fatal pedestrian crashes. Crashes involving children, the
elderly, and persons with disabilities should be analyzed for patterns or trends. Crashes
in work zones, recreational areas, and at special events should also be specifically
studied.
Prioritizing Concerns
For identifying high crash locations, 3 to 5 years of crash data is typically needed. For
identifying high crash corridors or areas, 1 to 3 years of crash data may be needed.
After the high crash- frequency locations are identified, countermeasures should be
developed to address the apparent pedestrian safety issues. Pedestrian Road Safety
Audits ( RSAs) are very useful in identifying possible countermeasures. A multi-disciplinary
team should perform RSAs for all of the identified high crash- frequency
locations. Typical RSA promptlist items include pedestrian clearance times at
signalized intersections, driver visibility of pedestrians, and buffer space between travel
lanes and sidewalks. FHWA has developed guidelines and promptlists for Pedestrian
RSA which are based on the RSA Guidelines. More information on RSAs can be found
at http:// safety. fhwa. dot. gov/ state_ program/ rsa/ index. htm.
A point- based ranking system can be developed for the purpose of prioritizing locations
for providing pedestrian safety improvements. Such a system ranks a location's priority
for pedestrian safety improvements by weighting the collected crash and roadway data
elements and other factors deemed important by the jurisdiction. The system is called
the Pedestrian Needs Index ( also called Pedestrian Potential Index or Pedestrian
Deficiencies Index). While a pedestrian crash index may work well for some agencies,
a ranking by pure numbers or a combination of numbers and severity may work just as
well.
Other factors to consider are availability of right- of- way, public support, travel demand,
cost of improvement, funding, and safety benefits. Jurisdictions can use GIS to rank
locations for pedestrian safety improvements.
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FUNDING
Funding is critical to implement pedestrian safety improvements. This section describes
how fiscally- constrained jurisdictions can make safety improvements in the following
ways:
• Routine accommodation in new projects
• Public- private partnerships
• Dedicated funds and set asides, and
• Annual maintenance budgets
Routine Accommodation in New Projects
Routinely including pedestrian facilities with other roadway improvement projects is a
cost- effective strategy for reducing pedestrian crashes and encouraging more walking.
Routine accommodation is the construction of pedestrian infrastructure as part of
regular public and private development and traffic maintenance practices. Routine
Accommodation can involve lighting, sidewalks, wheelchair ramps and building of raised
medians as a part of developer improvements. Routine accommodation would also
include the use of wider sidewalks and sidewalk buffers to move pedestrians farther
away from traffic, and narrower street cross- sections to make crossings easier. Most
pedestrian infrastructure is built in conjunction with other projects: pedestrian crossings
are built in conjunction with the construction of intersections; pedestrian signals are
installed in conjunctions with traffic signals; and most sidewalks in residential
neighborhoods are built as part of house construction. The same applies to traffic
maintenance practices; installing high- visibility crosswalk markings after pavement
overlays is an example of a good practice.
Routine accommodation allows for significant improvements over time, even if there is
no special funding available for pedestrian safety improvements. Routine
accommodation for new projects does not diminish the importance of addressing high-frequency
crash locations, corridors, and other targeted areas immediately.
Where a developer does not install an improvement along their project due to the fact
that an agency arterial street improvement project will be built or a signal is not yet
warranted, they should be required to create an escrow account for their share of the
improvements to lessen the cost to the general taxpayers, and build the improvements
when warranted or in conjunction with an upcoming roadway improvement project.
Examples of Routine Accommodation
• Use of developer fees
• Implementing updated design standards ( e. g. installing countdown pedestrian
signals)
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Public- Private Partnerships
Both public works and private development projects provide partnership opportunities
for improving pedestrian safety in addition to what might be accomplished through
routine accommodation. For example, increase in funding opportunities for
infrastructure improvements, opportunities to construct sidewalks with resurfacing
projects, opportunities for placing utilities underground and eliminating obstructions on
sidewalks etc.
Examples of Public- Private Partnerships
1. Safe Routes to School, Phoenix, AZ
The City of Phoenix partnered with school boards to provide funding for the Safe Routes
to School program. A twenty- seven thousand dollar grant for additional police
enforcement at schools and brighter safety vests for crossing guards came from the
Governor’s Office of Highway Safety. The Maricopa Association of Governments
( MAG) partnered with Phoenix to expand the school crossing guard training across the
entire metropolitan area. Any community can adopt the Phoenix School Safety program
if there is a political will to fund the program elements and devote the resources to
school crossing safety. For more on this example, see the MAG web site.
2. Pedestrian Amenities along 7th Avenue, Phoenix, AZ
Seventh Avenue between Indian School Road and Camelback Road in Phoenix,
Arizona is the location of the project with the phase one demonstration at Glenrosa
Street. This public- private partnership was among Arizona State University’s School of
Architecture, the 7th Avenue Merchants Association, the Melrose Neighborhood, and
the City of Phoenix: Departments of Street Transportation, Neighborhood Services,
Public Art, Planning, Community and Economic Development and Development
Services. The project will help in the development of prototypes for city public spaces
and private development. The project is designed to form a new multi- use pedestrian
street network linking the commercial strip with surrounding neighborhoods, parks,
restaurants and community services. The shade, street lighting, sidewalks, and signage
create display areas, outdoor seating and recreation areas with both the merchants and
the neighborhoods in mind.
3. Grand Canyon Greenway, Grand Canyon, AZ
Grand Canyon is one of the most popular tourist destinations in the world with the
number of visitors per year expected to be around 7 million in the next couple of years.
To improve the experience of the visitors, the Greenway project was started with the
funding from Nina Mason Pulliam Charitable Trust, American Airlines, the Dr. Scholl
Foundation, the Haiman Foundation, Bicycle Belongs, the National Park Service,
Arizona Department of Transportation and the U. S. Department of Transportation. The
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first two phases of the project facilitated the opening of 4.5 miles of trials. The third and
fourth phases are in the construction stage with more than 9 miles of trails to be added.
Dedicated Funds and Set Asides
There are many dedicated, set- aside funds for pedestrian and/ or bicycle improvements
in Arizona. The statewide Transportation Enhancement Program is one example of
such a fund. Sales tax set- aside funds are a local jurisdiction example. Set asides are
either a percentage of a larger fund; for example, a percentage of Federal funds
( beyond the mandated Federal Enhancement fund) for pedestrian and/ or bicycle
projects; or set asides with an independent funding source; typical examples include
developer funds ( funds deposited by developers into a centralized fund or escrow
account for future use), resource funds ( taxes on extracted natural resources such as
gravel or oil), and real estate excise funds.
Examples of Arizona's Dedicated Funding Sources
• County Sales Tax
• Maricopa County – Proposition 400: A percentage of the funds go towards
pedestrian improvements
• Pima County – Regional Transportation Authority plan: $ 60 million for
greenways, pathways, bikeways, and sidewalks and $ 20 million for Elderly and
Pedestrian Safety Improvements such as signalized pedestrian crossings,
pedestrian access improvements and Safe Routes to School.
• ADOT Transportation Enhancement Program
• Statewide Safe Routes to School ( New)
• Governor’s Office of Highway Safety 402 Program
• ADOT Highway Safety Improvement Program ( lighting, sidewalk installation,
analysis and identification)
Annual Maintenance Budget
Existing annual maintenance budgets can be used to make small but important
pedestrian improvements. For example, limited budgets for painting marked crosswalks
can be focused around schools and high crash locations. Crosswalks can be widened
or changed to high- visibility markings when they are scheduled to be repainted.
Crosswalk signs scheduled for replacement can be upgraded to the brighter fluorescent
signs that have been adopted by the Manual on Uniform Traffic Control Devices
( MUTCD) as an option for pedestrian and bicycle warning signs.
Examples of using Annual Maintenance Budget
• Replacing old signs, re- striping crosswalks
• Pima County Regional Transportation Plan for maintenance and continuation of
pedestrian and bicycle facilities
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Examples of Annual Maintenance Budgets include programs for reviewing and re-striping
crosswalks on a periodic basis, and reviewing and maintaining street lights ( by
the agency or through a contact with a power company or other company), cleaning and
replacement of traffic signs, and the detection and removal of visibility obstructions
involving landscaping ( trees, bushes). Other examples include budgets to make sure
that traffic and pedestrian signals are working properly, the timing remains correct and
that push buttons and WALK/ DON'T WALK signal lights are checked periodically and
replaced when needed ( preferably before a light goes out). Agencies need to develop
and preserve their annual maintenance budgets adequately to accomplish routine items
that promote pedestrian safety. Sidewalk repair is another item, especially problems
due to frost- heave in the colder climates or heat- buckling in the desert climates.
ROUTINE MONITORING
Routine monitoring is necessary for the jurisdictions to make sure the implemented
improvements are working properly. In routine monitoring, jurisdictions should:
• Conduct an annual analysis of pedestrian crashes
• Map and inventory pedestrian facilities ( crosswalk, sidewalks, etc.)
• Monitor new signal installations and conduct before- after analysis
• Work with pedestrian advisory committee to survey pedestrian needs and,
address comments and concerns
Routine monitoring requires that a jurisdiction have the staff or a reporting mechanism
with other staff ( such as the police) or from the public to identify and address problem
locations such as missing signs, broken sidewalks and faded crosswalks. Some
jurisdictions have created " adopt- a- street" programs to get a higher level of surveillance
from the public, and others have created reporting systems within an agency so that
police know where to report pedestrian and traffic problems that they observe while
driving on the streets.
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GOOD EXAMPLES IN ARIZONA
State Projects and Programs
Projects on the Arizona State Highway System that helped improve pedestrian safety
include:
1. Providing street lighting
2. Providing sidewalks
3. Intersection improvements
4. Providing portable 15mph signs
Street lighting along US 163 in Kayenta
Street lighting was provided along US 163, from MP 393.5 to MP 395.5 in 2003. In the
three years “ before” the street lighting was provided, this specific highway segment
experienced four pedestrian crashes- two fatal, one incapacitating and one possible
injury. An “ after” study reported a single crash resulting in a pedestrian fatality, showing
a considerable improvement in pedestrian safety.
Street lighting along US 163
Arizona Safe Routes to School Program ( SRTS)
The purpose of SRTS is to encourage and enable children to safely bicycle and walk
to/ from school. Eligible projects in the Arizona SRTS program include Non-
Infrastructure and Infrastructure projects. Below are examples of the types of projects
eligible for the program. More information can be found at www. azdot. gov/ saferoutes/.
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Non- Infrastructure projects
These include education and enforcement efforts. Education efforts include teaching
children about bicycling and walking safety skills, the health effects of walking and
biking, the impact to the environment, the broad range of transportation choices, and
events and activities that promote walking and biking to school safely. Enforcement
efforts include ensuring that traffic laws are obeyed ( including enforcement of speeds,
yielding to pedestrians in crossings and proper walking and bicycling behaviors) and
initiating community enforcement activities. Encouragement efforts include events,
activities, and educational giveaways to promote bicycling and walking ( including bike
helmet giveaways/ fittings and mileage clubs).
Following are examples of the eligible Non- Infrastructure projects:
• Bike Rodeos
• Walking school bus/ bike train
• Parent- focused education
• Student- focused education
• Speed reduction/ driver education
• Targeted pedestrian safety
• Bicycle helmet giveaways and fittings
Infrastructure projects
These are the projects designed to reduce potential pedestrian and bicycle conflicts with
motor vehicle traffic; reduce traffic volume around schools; and/ or establish safer and
fully accessible crossings, walkways, trails, or bikeways.
Following are examples of eligible Infrastructure Projects:
• Trail construction
• Crossing improvements
• On- street bicycle facility
• Traffic diversion
• Sidewalk improvement
• Pick- up/ drop- off zone improvements
• Traffic signals
• Street striping
• Street narrowing
Local Projects and Programs
Many traditional and innovative pedestrian safety improvement projects have already
proven to be successful in Arizona. These projects show how stakeholder involvement,
community support, creativity and experimentation help improve safety for pedestrians.
Some of the projects within the local jurisdictions include:
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Greenway Pedestrian Bridge in Phoenix
The students of the Aire Libre Elementary School needed some form of accommodation
to cross the new seven- lane Greenway Parkway. A steel- truss pedestrian bridge was
relocated from Mercury Mine School where it was no longer needed due to
reconstruction of the roadway, to the new site over the Greenway Parkway. New ADA
compliant ramps, staircases and footings were designed and built along with minor
artistic additions to the bridge. This project was possible thorough excellent cooperation
between various agencies to produce the desired results. Over 60 students use this
bridge every school day ( 6).
Greenway Pedestrian Bridge in Phoenix
Two- Stage Crosswalk in Phoenix
A two- stage crosswalk consisting of a fenced center pedestrian safety Island with ladder
design crosswalks on either side and advanced stop bars on approaches was provided
near Van Buren Street and 32nd Avenue. This design forces the pedestrians to face
oncoming traffic before crossing the second half of the street. The stagger always has
to be in the right direction so the pedestrian turns to the right before crossing the second
half of the street. Pedestrians wishing to cross the street at this location need to watch
only one approach of traffic and enter the median island, which provides refuge before
the pedestrian can safely watch and cross the other half of the street. This
countermeasure has received great community support and the City currently has five
two- staged crosswalks installed within their jurisdiction.
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Two- Stage Crosswalk and Pedestrian Crossing Island
Park Trail Bridges in Prescott
Pedestrians and bicyclists did not use the West Granite Creek Park to travel between
the east and west parts of the city because of heavy through motor vehicle traffic.
Prescott Bicycle and Pedestrian Master Plan included the development of a one- mile
trail in the park. The plan to make improvements was passed by the City Council but
without any dedicated set aside funding. Apart from the land trail itself, four creek
crossings formed part of the trail development. In the face of severe budget constraints,
the first phase of the trail construction was successful through volunteer labor. Two
temporary bridges were built and another two utilized volunteer labor and material like
scrap rebar and plate steel to keep the construction costs low. The project was fully
supported by the community and was immensely successful with many pedestrians and
bicyclists seen through the park after the trail development ( 6).
Fifth Street Traffic Calming in Tempe
Neighborhood residents expressed serious concern over the increasing traffic volumes
and high speeds on the Fifth Street which serves an elementary school, a park, a
community center and a market along the way. As a result, the City of Tempe formed
the Fifth Street Pedestrian Enhancement and Traffic Calming Project. Existing
sidewalks were widened and bicycle lanes were provided. Traffic chokers, on street
parking, and pedestrian- level street lighting were also provided. The project was
successful with the neighborhood residents experiencing improved walkability and
increased safety along the street ( 6).
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Median Island and Bicycle lane in Tempe
HAWK Installations in Tucson
High- intensity Activated crossWalK ( HAWK) is a beacon signal consisting of a
customized traffic signal head with a red- yellow- red lens. The signal is activated by the
pedestrian when the pedestrian wishes to cross the street. A flashing yellow is followed
by a solid yellow advising the drivers to prepare to stop. The signal then changes to
solid red at which time a WALK signal is indicated to the pedestrian. The beacon signal
then converts to an alternating flashing red and the drivers can proceed when safe after
stopping at the crosswalk.
Tucson had also implemented innovative technologies like the Pedestrian Light Control
Activated ( PELICAN), and Two ( groups) CAN ( TOCAN) traffic signals. At PELICAN
signals, pedestrians cross the street in two stages- to a median island and then to a
second signalized crossing point a short distance away where the pedestrian needs to
activate another pedestrian crossing button. The two crossings delay the pedestrian
only minimally and allow the signal operation to fit into the arterial synchronization thus
reducing the number of stops, delays, accidents and air quality environmental issues.
TOCAN is designed to provide a safe crossing for the " two" groups- pedestrians and
bicyclists. A traditional full signal would be inappropriate where only a crossing for
bicyclists in needed and may encourage cut through traffic too if provided. TOCAN is a
bicycle- pedestrian signal that extends the traffic light for the two specific groups based
on the information provided by cameras that detect bicycles or pedestrians
.
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HAWK Installation in Tucson
Broadway Diamondback Pedestrian/ Bicycle Bridge in Tucson
The objective was to build a bridge over a busy intersection as a key link in Tucson
pedestrian path system. This project utilized local, transportation enhancement as well
as Federal Highway Surface Transportation Program ( STP) funds. This project proved
very successful with a high number of pedestrians and bicyclists using the bridge. The
bridge itself has become a city landmark.
Broadway Diamondback Rattlesnake Pedestrian/ Bicycle
Arizona Safe Kids Program
Arizona Safe Kids program is a statewide program for the prevention of unintentional
injury to children under 15 years of age. Arizona Safe Kids is a member of the National
Safe Kids Campaign. Childhood injuries are the leading cause of death for Arizona’s
children. Sixty- Six percent of preventable child deaths in Arizona in 2003 were due to
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unintentional injury ( accidents) according to the Arizona Child Fatality Review Board.
Motor vehicle crashes are the most common cause of injury.
Mission of the program is to reduce unintentional injuries to Arizona children by creating
safer homes and communities through education and intervention. Community
assessments and action plans are developed each year, providing detailed strategies to
reduce childhood injury in communities across Arizona. In Arizona, there are five local
Safe Kids Coalitions, one local chapter, and the Arizona State Coalition. Local Safe Kids
Coalitions throughout Arizona receive leadership and technical assistance from Arizona
Safe Kids. Local Coalition accomplishments include regular car seat testing events, a
permanent car seat testing site, child passenger safety technician certification and
development of resource materials for public education.
Tucson Safe Kids Program
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ABBREVIATIONS USED
REFERENCES
1. Safe Pedestrians and a Walkable America. FHWA, U. S. Department of
Transportation. Pedestrian Forum, Vol. 36, Fall 2006.
http:// safety. fhwa. dot. gov/ ped_ bike/ ped/ pedforum/ pedforum_ fall06. html
2. How to Develop a Pedestrian Safety Action Plan. Publication FHWA- SA- 05- 12.
FHWA, U. S. Department of Transportation, February 2006.
http:// www. walkinginfo. org/ pp/ howtoguide2006. htm
3. Traffic Safety Facts Annual Reports 2005. Publication DOT HS 810 631. Annual
Reports, NHTSA, U. S. Department of Transportation.
http:// www- nrd. nhtsa. dot. gov/ departments/ nrd- 30/ ncsa/ AvailInf. html
AADT Annual Average Daily Traffic
ADA Americans with Disabilities Act
ADOT Arizona Department of Transportation
ALISS Accident Location Identification Surveillance System
COG Council of Governments
FARS Fatality Analysis Reporting System
FHWA Federal Highway Administration
GIS Geographic Information Systems
GTSAC Governor’s Traffic Safety Advisory Council
HAWK High- intensity Activated crossWalK
HES Highway Enhancements for Safety
HPMS Highway Performance Monitoring System
ISTEA Intermodal Surface Transportation Efficiency Act
MAG Maricopa Association of Governments
MPO Metropolitan Planning Organization
MUTCD Manual on Uniform Traffic Control Devices
PAB Pedestrian Advisory Board
PBCAT Pedestrian and Bicycle Crash Analysis Tool
PELICAN PEdestrian Light Control Activated
PSAP Pedestrian Safety Action Plan
RSA Road Safety Audit
SHSP Strategic Highway Safety Plan
SRTS Safe Routes to School
STP Surface Transportation Program
TOCAN TwO ( groups) CAN
TRCC Traffic Records Coordinating Committee
22
4. Saving Lives: A Vital FHWA Goal by A. George Ostensen, FHWA Public Roads.
January/ February 2003.
http:// www. tfhrc. gov/ pubrds/ 03jan/ 01. htm
5. The Arizona Transportation Safety Plan 2005. www. gtsac. org
6. PEDSAFE: Pedestrian Safety Guide and Countermeasure Selection System,
Publication FHWA- SA- 04- 003. FHWA, U. S. Department of Transportation.
September 2004. http:// www. walkinginfo. org/ pedsafe/ index. cfm
7. PBCAT: Pedestrian and Bicyclist Crash Analysis Tool,
http:// walkinginfo. org/ pc/ pbcat. cfm
PHOTO CREDITS
Arizona Department of Transportation; City of Phoenix; City of Tucson;
Pedestrian and Bicycle Information Center Image Library, www. pedbikeimages. org
CONTACTS
For additional information, please contact either Kohinoor Kar, ADOT- HES
( kkar@ azdot. gov) or Karen King, FHWA Arizona Division Office ( karen. king@ dot. gov).
