Crosswalk Research Articles

Modeling Adjustment Factors for Pedestrians and Bicycles on Turning Vehicle Movements at Signalized Intersections

At signalized intersections, the capacity of turning vehicle streams can be affected by conflicting pedestrians and bicycles who share the same signal phase. To analyze this effect, measurements at 12 pedestrian and bicycle crossings at signalized intersections in Germany covering more than 4,300 signal cycles were conducted. The reduction in capacity can be accounted for by estimating the blockage time of possible turning vehicle departures. In addition to the pedestrian or bicycle volume, the empirical analyses revealed several other parameters influencing the blockage time such as the duration of the green time and the cycle time of signal control as well as the width of the pedestrian crossing. The influencing parameters were further analyzed by microscopic simulation. Since the current quality-of-service assessment procedures in the U.S. Highway Capacity Manual (HCM) and the German Highway Capacity Manual (HBS) do not consider all of these parameters sufficiently, a new model based on the gap-acceptance theory has been derived. The new model uses the relevant influencing parameters directly as input variables so that a precise calculation of the blockage time is achieved. The new model has been derived in such a way that it can be incorporated into the existing quality-of-service assessment procedures to determine the adjustment factors of the saturation flow rate or the capacity for turning movements. For practical applications, a simplification of the exact model is also presented with a good fit of the data.

Dylematy interpretacyjne stosowania sygnałów drogowych ze szczególnym uwzględnieniem sygnalizatora S-2 w „bezpiecznym” zarządzaniu ruchem drogowym. Część I/III

Interpretative dilemmas of the use of road signals with particular emphasis on the S-2 signal in “safe” traffic management The paper is devoted to the issue of signal traffic control in the context of proper design, opinion, and approval of traffic organization, focusing on the safety principles and practices of road users. Formal and legal aspects derived from the basic provisions of the Act on Road Traffic and its executive acts are explained in depth. Both designers and traffic management authorities have a major dilemma about the interpretation of many signal phase systems. This is confirmed by the results of a study - as many as 71% of the analyzed intersections contained errors in the application of the signal allowing turning in the direction indicated by the “green arrow”. In the paper the possibilities of using individual traffic signals on roads and intersections, and the problems associated with the so-called “green arrow” in particular are explained. Interpretative shortcomings regarding the traffic control of public transport means, traffic control at pedestrian crossings and in the “intersection areas”, including the entrance of a non-public road are thoroughly characterized. The paper is divided into three parts. The first one is devoted to the legal basis of signal traffic control in Poland, and description of the rules of traffic participants’ movement in the conditions of traffic controlled by traffic lights. The three-part paper, as a whole, will be crowned by the authors' conclusions in the final part, along with recommendations for amendments to the Act on Road Traffic and executive acts.

The Impact of Road Side Friction on the Traffic Flow of Arterial Roads in Varanasi

Varanasi's prominence as a cultural and historical center means it receives visitors from all over the world. The city's tourism industry is a boon to the local economy. Better transportation infrastructure is crucial to attracting more tourists and increasing revenue. Varanasi is currently experiencing terrible difficulties due to various roadside frictional activities. Vehicle ownership grows in tandem with population growth. The increase in the number of vehicles on the road significantly impacts the reliability of the transportation network since land availability is fixed. The various roadside frictional activities usually found in the streets of Varanasi are on-street parking, pedestrian crossing, and Non-Motorized Vehicles (NMVs). There are not enough legal on-street parking and segregated lanes for NMVs/slow-moving vehicles or demarcation for pedestrian movements in the old city of Varanasi. Vehicles in Varanasi are traditionally parked on the street due to the narrow carriageways. Slow-moving vehicles are forced to move with fast-moving vehicles, and pedestrian crossings affect traffic flow. Integrated movement of slow-moving vehicles and rapid-moving vehicles affects traffic speed, pedestrian crossings impact the Level of Service (LOS), and on-street parking results in the reduction of the effective carriageway width and, hence, road capacity. This paper aims to identify the impact of pedestrian crossings, NMVs, and on-street parking on the traffic flow, speed, capacity, and LOS of urban arterial roads in Varanasi. To achieve this objective, two case studies were considered: the base section (with minimum side friction) and the friction section (with maximum side friction). The videography method was used for data collection. Nine hours of data were collected from 9:30 am to 6:30 pm. The video was played on the screen for data extraction. The speed model was developed by using fundamental diagram methods. Speed-density curve was drawn using Greenshield’s model. The speed-flow curve was derived from the speed-density curve to estimate the capacity at the base and friction sections. Reduction in capacity was determined by comparing friction section capacity with base section capacity. V/C ratio of a particular road compared with the V/C value provided by IRC 106 to predict LOS. A correlation model was developed between the percentage reduction in capacity and road width. Increase in parking, the proportion of NMVs, and pedestrian crossing frequency reduce the traffic flow. It was observed that a 6.42% capacity loss occurs at a 7.00% reduction in effective width, and a 35.09% loss occurs at a 36.02% reduction in effective width. Roads with frictional activities found their LOS class affected up to LOS-E (for the Bhelupur section).

Empirical investigation of shared space traffic: A comparison to conventional urban road environment

Shared space is an unconventional concept that is not based on formal rules and standards, as it encourages road users to share the same road space with little physical or visual separation. Consequently, this concept creates intriguing research questions that have not been fully answered yet, i.e., a) can a shared space road section produce more pedestrian crossings? b) what is the relationship between pedestrian crossings and traffic speeds? and c) what are the differences with a conventional road when motorizing traffic dominates in shared space? This study examines traffic conditions in shared space by answering these research questions. More specifically, it uses Amalias Street in Nafplio Greece as a case study. This road is divided into two main sections, namely: the conventional road section and the shared space road section, allowing meaningful comparisons. The collected data are further analyzed by developing multiple linear regression models that predict pedestrian crossings and mean car speeds in both sections. This study discusses model outputs with the literature to export valid conclusions. The results show that pedestrian crossings were increased in shared space when vehicle headways were high. Shared space results in a significant drop in car speeds that is confirmed by previous studies; surprisingly, the variance of car speeds was also reduced, leading to a more homogenous driving behavior. Pedestrian crossing rate significantly influences car speeds in shared space, while this relationship was not significant in the conventional road section. Shared space seems to calm traffic speed and allow coexistence even when motorizing traffic dominates.

Safety Effectiveness of Rectangular Rapid Flashing Beacons Pedestrian Enhancement

A rectangular rapid flashing beacon (RRFB) is a pedestrian crosswalk countermeasure system that cautions drivers by providing them with real-time warning about the presence of pedestrians in an upcoming crosswalk. This paper investigated the safety effectiveness of existing RRFBs installed in the state of Florida between 2013 and 2018. Additionally, traffic volume, roadway characteristics, and land-use mix were included as explanatory variables. The study evaluated 154 treated sites with RRFB installations and 158 control sites with similar characteristics. Safety performance functions (SPF) were developed, and crash modification factors (CMF) were calculated using the empirical Bayes (EB) methodology for various crash types. A CMF of 0.31 for total pedestrian crashes was estimated, showing that RRFBs have the potential to reduce 69% of total pedestrian-involved crashes. CMF for total vehicular crashes and rear-end crashes were also investigated to ascertain whether RRFBs have adverse effects on rear-end crashes. CMF for total vehicular crashes was found to be 1.14, showing that RRFBs do not have positive effect in reducing total vehicular crashes. Similarly, it was observed that CMF for the rear-end crashes was 1.11, indicating RRFBs might have adverse effect on rear-end crashes because vehicles needs to slow down or stop due to the presence of pedestrians. CMFunctions for significant variables for pedestrian, rear-end, and total crash models were also estimated in this study. An economic analysis indicated that the implementation of RRFBs will yield a benefit to cost ratio (calculated over 3 years) of approximately 85.5 with a 4% discount rate.

Obstruction in Mobility of Urban Dwellers A study on vehicle handling and road using practices of Kathmandu

This study deals with two questions: Why have vehicle handling and road practices created constraints in smooth mobility of people in Kathmandu? And, what are the social causes of mobility obstruction of people on road in Kathmandu? Obstruction in mobility is a socially created problem since it is closely related to vehicle handling practices (traffic rules breaking and social behaviors against handling system and road practice) in city area. The causes of an obstruction of people’s mobility in roadside are not narrow road and over vehicles but rather our wrong vehicle handling and road using practices. Social practice is one of the significant indicators that reflects situation of development of any societies. Often every society considers either its practice is the best or expects to be the best. But some practices of particular society contribute to run society positively; some contribute to hinder the positive change. Although vehicle handling is a physical issue, it has been impacting in the mobility of people and their daily life activities which have converted it as a social issue. The very vehicle handling practices are conditioned by our historical and social structure. Based on the empirical observations of ongoing vehicle handling practices, this paper examines how these practices are creating problems in people’s smooth move and hampering their daily routine-works. Finally it argues that the claim that the lack of infrastructure and weak intervention of concerned law are the causes of obstructions for smooth move and execution of daily routine-works are myths. The activities related to vehicle handling such as stopping in non-stop areas, lane disobeying, unnecessarily over taking, parking violation, avoiding and abusing traffic police, ignoring zebra cross, over (unlimited) speed etc. are developed as mal-practices in vehicle handling sectors which have been creating obstructions in smooth mobility of people in Kathmandu because of the execution of flexible and unfixed laws, low amount of penalty or no penalty in some cases concerning to vehicle handling practices and lack of knowledge about smart and advance practices of urban lives.

Evaluating the effectiveness of accessibility features for roadway users with visual impairment: A case study for Nanjing, China

IntroductionRoadway users with visual impairment face significant challenges for commuting and other travel. This study aims to quantify the factors that affect the overall effectiveness of accessibility features from the perspective of roadway users with visual impairment. Sample and MethodsParticipants for this study were mainly either employees of ‘blind massage shops’ or students at the Nanjing School for the Blind. Data for 388 samples (not including 30 respondents selected for the pilot study) were collected through one-to-one interviews conducted in April 2018, among which 336 samples were validated for this study. An ordered logistic model was applied for the analysis. ResultsThe accessibility features targeted for this study, i.e., tactile paving, curb ramps, pedestrian overpasses and underpasses, accessible pedestrian signals, and intelligent voice reminders at bus stops, are positively correlated with the overall effectiveness of travel-related accessibility features for visually impaired individuals. Tactile paving that is occupied by parked vehicles, discontinuous tactile paving, and the absence of alignment cues at intersections are negatively correlated with the overall effectiveness of these accessibility features. DiscussionConclusions from this study can be adopted as guidance for the planning, construction, and maintenance of accessibility features for roadway users with visual impairment. The quality and effectiveness of each accessibility feature individually is positively correlated with their combined overall effectiveness, based on the perceptions from this study’s participants. The top two challenges associated with tactile paving are vehicles parked on tactile paving and discontinuity of the tactile pavement, both of which should be addressed to achieve better accessibility for visually impaired individuals. Alignment cues should be installed at medians and islands to better serve the visually impaired community. Implications for PractitionersRegulations should be strengthened and enforced to prohibit vehicles from parking on tactile paving. Tactile paving also should be checked for breaks in continuity and any discontinuous tactile paving should be repaired promptly. Alignment cues should be installed in urban areas to improve the safety of street crossings for visually impaired pedestrians.

Investigating surrogate safety measures at midblock pedestrian crossings using multivariate models with roadside camera data

This study aims to evaluate and compare Surrogate Safety Measures (SSMs) at five midblock Rectangular Rapid Flashing Beacons (RRFB) and two midblock Pedestrian Hybrid Beacons (PHB) sites in Florida using extensive video data collected over the study period of July to November 2021. Computer vision and data processing resulted in four pedestrian SSMs, namely spatial gap, temporal gap, relative time to collision (RTTC) and Post Encroachment Time (PET). An initial investigation of the SSMs using Mann-Whitney-Wilcoxon tests revealed significant differences in the SSM values across different treatment types and hours of the day. Additionally, univariate regression of spatial gap, and multivariate regression of temporal gap, RTTC and PET revealed significant differences of SSMs across RRFB and PHB sites. The study considered both linear and non-linear (gamma, inverse Gaussian and lognormal) regression models. After considering various traffic and operational parameters, the data were aggregated for each pedestrian-vehicle interaction on each lane to create a total of 395 observations. The SSMs included average spatial gap, temporal gap, RTTC and PET for each interaction of pedestrian and vehicle on each lane. The results indicated that non-linear models performed better than the linear models. Moreover, the presence of the PHB, weekday, signal activation, lane count, pedestrian speed, vehicle speed, land use mix, morning period and pedestrian starting position from the sidewalk have been found to be significant determinants of the SSMs. Results also suggest temporal SSMs increase at the PHB sites compared to the RRFB sites, indicating an improvement of traffic safety at PHB sites. However, the spatial gap decreased for PHB sites compared to the RRFB sites, which suggests that pedestrians tend to start to cross the RRFB sites when they perceive vehicles to be further away than at the PHB sites.

Prototipe Sistem Pendekesi Pelangaran Zebra Cross Pada Traffic Light Berbasis Internet Of Things

In this era, the development of technology in the field of transportation is growing rapidly. This causes the number of vehicles used to facilitate the activities of most people, the need for private vehicles also increase. This condition is increasingly causing overcrowding, especially in rural and urban areas. In order to prevent overcrowding of these vehicles and reduce the rate of accidents on the highway, a traffic light or commonly called a traffic light is needed at every intersection or crossroads. Traffic lights are lights that control and regulate the flow that occurs in traffic. But most motorists lack in obeying traffic rules. In traffic regulations, there is also a zebra cross facility, which serves as a marker for motorists that there is a path for pedestrians to cross the road. However, in reality, even though the number of zebra crossings is quite large and has a size that can be seen, it doesn't seem to work properly. This phenomenon occurs because the increase in the number of motorized vehicles is not accompanied by an increase in public awareness. So we need a tool to make it easier for pedestrians to pass the zebra cross and provide convenience for officers to monitor traffic violations. The tool is a prototype of a motorist violation detection device passing through a zebra cross based on Internet of Things technology using the infrared Proximity Sensor E18-D80NK which is used to detect objects within a distance of 3-80 cm, the buzzer will issue an alarm sound as a warning to comply with traffic regulations in accordance with set. ESP32-Cam to capture images when the driver persists in violating traffic signs and the image will be sent via telegram.

EFEKTIVITAS PENGGUNAAN JALUR LAMBAT PADA RUAS JALAN DR. LUKMONOHADI DAN DR. RAMELAN KUDUS DI KABUPATEN KUDUS

Kudus street is a national road that connects Jakarta-Semarang-Surabaya-Banyuwangi, on this north coast road as the need for mobility of goods delivery or mobility of residents between cities. On the way Dr. Lukmonohadi – Dr. Ramelan has a slow lane on the left side of the road. The purpose of the existence of the slow lane on road DR. Lukmonohadi-Dr. Ramelan is to smooth traffic and reduce the fatality rate of accidents in the fast lane, but due to very high shopping and industrial activities that can interfere with performance on these roads. The purpose of this research study is to review the effectiveness of the slow lane on the Dr. Lukmonohadi-Dr. The Ramelan is working properly or not. From the results of the analysis of traffic performance measured using the degree of saturation (DS) for Road Dr. Lukmonohadi of 0.57, while Road Dr. Ramelan is 0.61. From the level of congestion that can be obtained from the value of the side barriers that Dr. Lukmonohadi until Dr. Ramelan is included in the medium side resistance class (M). Based on the comparison of the accident rate from 2016-2021 the number of accidents continues to increase. The recommended recommendations are that it is necessary to repair and add road facilities such as repair of separator paint, faded road markings, addition of zebra crossings in pedestrian-congested locations and asphalt repairs on slow lanes because there is a lot of asphalt that is peeling and has holes, it is very dangerous for road users crossing it. Based on the results of the analysis for the slow lane, it can be concluded that the slow lane has been effective in facilitating traffic flow to reduce the number of accidents on the fast lane.

Traffic planning for the protection of vulnerable groups of persons exemplified by the City of Munich

Pedestrian and bicycle traffic make asignificant contribution to the traffic turnaround. Measures to improve the road safety of pedestrians and cyclists are insofar an important building block to asuccessful sustainable city and traffic planning. The mobility strategy 2035 of the City of Munich includes partial strategies for walking and cycling as well as for road safety, which was confirmed through former city council resolutions on Vision Zero. The most important measures for the comfort and safety of pedestrians are aspeed limit of 30 km/h, wide and free sidewalks (without obstacles) and crossing assistance with good visibility conditions. Depending on the local situation, sidewalk extensions, road islands, pedestrian crossings (zebra crossings) and traffic lights with attractive circuit conditions for pedestrians make crossing easier. The comfort and safety of cyclists can be improved with broad cycling paths along the main streets. They should allow the overtaking of cyclists in both directions. At least on side streets, acomprehensive speed limit of 30 km/h is an important issue. One-way streets should be open for oncoming cyclists against the one-way direction. At road crossings and road junctions the visibility of cyclists should be improved with road markings and widened bike lanes and there should be aconflict-free circuit of traffic lights, especially where there is ahigh percentage of commercial vehicles.

Evaluation of a Front Braking Light for Improving Safety in Road Transport

The aim of innovations in road safety is to contribute to the better protection of road users and to minimize damage to their property. The main objective of this article is to identify disparities in perceptions of a front braking light by examining the road safety of road users based on their type of employment and the number of kilometers driven per year. The research will evaluate the attitudes of selected groups of road users based on the number of kilometers driven in a calendar year and whether driving a motor vehicle is their main duty as part of their job. The analysis involved 239 respondents using a paper questionnaire. Disparities in perceptions of innovations, with regard to road safety, were evaluated using contingency tables, chi-square tests, non-parametric tests, and Cramer’s V. Road users feel much safer with a front braking light when crossing traffic comprising vehicles and pedestrians (71%), at pedestrian crossings (74%), when turning left (63.4%), as well as when crossing traffic comprising multiple vehicles (62.5%). Disparities between respondents based on the type of employment of the road user were not confirmed. Road users with a higher number of driven kilometers have a more positive perception of the front braking light at pedestrian crossings.

FABRICACIÓN Y CARACTERIZACIÓN DE UN PASO DE PEATONES INTELIGENTE PARA MEJORA DE LA SEGURIDAD VIAL

Road signalling systems help to improve attention and reduce speed while driving. However, most solutions are not commercially available, require expensive infrastructure, lack intelligence, or do not cover 100% of road users. To reduce this gap, this work presents a speed bump with intelligent light signalling that detects both pedestrians and vehicles on zebra crossings. The system is made up of low-cost prefabricated nodes with maturity level TRL8 that can be adapted to any type of road. As main novelty, this paper describes the materials and methods used to manufacture speed bumps with mixtures of resins, aggregates and reinforcing fibers injected cold on aluminium mould. As a result of the tests, a compromise between hardness, resistance and elasticity with IP68 rating was reached. This makes it possible to ensure the mechanical and optical operation of the system without the need for external power supplies and with an acceptable manufacturing cost. Key Words: speed reducer, road safety, pedestrian crossing, intelligent system, mechanical characterization

Children’s and parents’ perceptions on safe routes to schools: a mixed-methods study investigating factors influencing active school travel

ABSTRACT The proportion of children walking or riding to school is dwindling in Australia, while pedestrian injuries are among children’s leading causes of death. A mixed-methods survey was conducted on children and parents of two schools in Australia to understand travel behaviours and attitudes towards active transport to school (ATS). Results showed that road safety perceptions predicted ATS, unlike distance to school and stranger danger. The design of the routes to school was found to be crucial in facilitating ATS, to address the fear of road danger. Practical implications include the need for more controlled pedestrian crossings and protected bike paths.

The impact of vehicle traffic volume on pedestrian behavior at unsignalized crosswalks

The research is focused on analyses of vehicle delays caused by pedestrian crosswalks on one-way streets. The study encompassed three particular locations of unsignalized crosswalks: on the street section between intersections, in the zone of intersection impact, and in the zone of intersection itself. The study revealed that the major impact on traffic jams is observed at a distance of 50-100 m from the unsignalized crosswalk. The study analyses pedestrian behavior and waiting time at such crosswalks. It was confirmed that the pedestrians did not immediately use their priority before passing. The paper presents the change in pedestrian waiting time when crossing the roadway depending on traffic flow. Based on that data, a model was prepared and simulations of pedestrian behavior at unsignalized crosswalks were performed.

It matters who is crossing: Users' trust when the automated vehicle stops for children and blind pedestrians

In urban environments, automated driving offers the opportunity to improve traffic flow, heighten user comfort and also increase traffic safety for vulnerable road users. To realize these benefits, users need to trust and use automated driving functions when they interact with vulnerable road users such as crossing pedestrians. So far, previous studies have mainly focused on adult pedestrians and their interaction with automated vehicles. However, other pedestrians are even more vulnerable in crossing scenarios such as children or visually impaired people. In addition, some crossing events may be more critical than others depending on the crossing infrastructure or the visibility of the pedestrians. To examine the influence of these situational characteristics on users' perceived criticality of the situation and trust in the automated driving system, we conducted an online experiment. In short videos, the participants (N = 69) experienced automated rides from the users' perspective, where the vehicle stopped to let pedestrians cross. In a within-subjects design, we manipulated whether the crossing pedestrian was an adult, a child or a blind person and how critical the crossing event was (critical vs. non-critical). In the non-critical event, the participants perceived the crossing of a blind pedestrian as more critical than that of a child or an adult. In the critical event, the child was perceived as more critical than the adult. Participants also trusted the automated driving system less under a crossing event with a blind pedestrian compared to with an adult. More research is needed to determine if there are also implications for the use of automated driving systems in such situations and what additional information users might need from the automated driving system. In summary, this study shows the importance of including vulnerable pedestrians such as children and the visually impaired in the research and development of automated driving in cities.

The sustained and generalized effects of multifaceted treatment on unsignalized pedestrian crossings

IntroductionOne method of improving pedestrian safety is through a multifaceted intervention program to enhance awareness and enforcement of pedestrian right-of-way laws, which has been shown to significantly improve driver behavior toward pedestrians at unsignalized crosswalks. An intervention using this approach was performed in Saint Paul, Minnesota in 2018. However, the sustainability of the intervention's positive effects on yielding, as well as the potential contributing role of police enforcement and infrastructure such as crosswalk markings, are not as well understood. MethodsThe present study provides a reassessment of driver yielding to pedestrians at unsignalized crosswalks in Saint Paul three years after the original intervention, as well as a comparison with unsignalized crosswalks in neighboring Minneapolis, the latter of which has not received any form of high visibility enforcement. The methodology employed the use of staged crossings and natural pedestrian observations at selected unsignalized crosswalk sites. ResultsAn analysis of driver yielding found that there was a sustained improvement in driver yielding in the reassessment period at generalized non-treated sites in Saint Paul in the final phase of the 2018 intervention, compared to the original baseline pre-treatment measures. Second, comparisons between Minneapolis baseline and original 2018 Saint Paul baseline showed significantly higher yielding averages for Saint Paul, which had prior iterations of high visibility enforcement. ConclusionsThe present research indicates long-term benefits to employing a multi-method intervention to improve pedestrian safety at unsignalized crosswalks and suggests there are moderate benefits to including high visibility enforcement as a component of these programs.

Pedestrian Crossing Sensing Based on Hough Space Analysis to Support Visually Impaired Pedestrians.

There are many visually impaired people globally, and it is important to support their ability to walk independently. Acoustic signals and escort zones have been installed on pedestrian crossings for the visually impaired people to walk safely; however, pedestrian accidents, including those involving the visually impaired, continue to occur. Therefore, to realize safe walking for the visually impaired on pedestrian crossings, we present an automatic sensing method for pedestrian crossings using images from cameras attached to them. Because the white rectangular stripes that mark pedestrian crossings are aligned, we focused on the edges of these rectangular stripes and proposed a novel pedestrian crossing sensing method based on the dispersion of the slope of a straight line in Hough space. Our proposed method possesses unique characteristics that allow it to effectively handle challenging scenarios that traditional methods struggle with. It excels at detecting crosswalks even in low-light conditions during nighttime when illumination levels may vary. Moreover, it can detect crosswalks even when certain areas are partially obscured by objects or obstructions. By minimizing computational costs, our method achieves high real-time performance, ensuring efficient and timely crosswalk detection in real-world environments. Specifically, our proposed method demonstrates an impressive accuracy rate of 98.47%. Additionally, the algorithm can be executed at almost real-time speeds (approximately 10.5 fps) using a Jetson Nano small-type computer, showcasing its suitability as a wearable device.

140-OR: Adoption of State-Level Complete Streets Legislations and U.S. Prevalence of Obesity

Background: The US obesity prevalence has increased from 30.5% in 1999 to 41.9% in 2020, and the medical cost of obesity is estimated at $173 billion annually. Given the health and cost implications of obesity and its direct relationship with the growing prevalence of diabetes, there is a need to identify policy levers that can ameliorate these public health burdens. Complete Streets policies aim to strengthen transportation systems, promote physical activity and improve health outcomes related to obesity and in turn diabetes. It addresses issues like sidewalks, bicycle lanes, bus lanes, public transportation stops, crossing opportunities, median islands, accessible pedestrian signals, curb extensions, modified vehicle travel lanes, streetscape, and landscape treatments. This study examines the effect of state adoption of Complete Streets policies on prevalence of obesity. Methods: We combined data on state obesity rates from America's Health Ranking database with legal information on state's adoption of Complete Streets policies from the PHACCS Initiative. Using the data we estimated overall average, as well as state specific, policy effects due to Complete Streets policy adoption. Our approach utilized a generalized difference-in-difference design and additional testing of model assumptions. Results: Our analysis sample consisted of a panel of 1,479 state-year observations (across 50 US States and the District of Columbia, for the period of 1990-2018). This corresponds to 22 exposed states (with Complete Streets policies), and 29 control states (without Complete Streets policies). Preliminary analyses indicate significant reduction of obesity prevalence (-0.5%; 95%CI: -0.9 to -0.1; p=0.006) in exposed vs. control states, with heterogenous policy effects across states. Conclusions: Complete Streets policy adoption is associated with reduced obesity rates. Given these associations, Complete Street policy adoption is also likely to result in reductions in prevalence of diabetes. Disclosure S.Linde: None. L.E.Egede: None. Funding National Institute of Diabetes and Digestive and Kidney Disease (K24DK093699, R01DK118038, R01DK120861 to L.E.E.); National Institute for Minority Health and Health Disparities (R01MD013826 to L.E.E.)

Investigating the effects of left-turn distracted drivers on signalized intersections’ traffic operations

Distracted driving represents a serious obstacle to maintaining an efficient transportation system. The safety impacts of distracted driving had been thoroughly explored. However, the traffic operations impact has received less attention. Few studies addressed distracted driving behaviors in through lanes, but less focus has been provided on the left turners. The goal of this study is to fill this gap in the research and address the impact of distracted driving for left turners on traffic operations at signalized intersections. Field data were collected from six (6) intersections, with thousands of observations analyzed in Orange County, Florida, studying different land use, lane configurations, and peak periods. The results demonstrated that 87% of all drivers were distracted. 28% were distracted by cell phone usage and showed significant effect only during the AM peak. During the PM peak, talking to passengers and dashboard categories were significant. In all peak periods, the category of “not identified” distractions was dominant (48%), indicating drivers not paying attention and staring through the windshield. Drivers in the first row in the queue experienced more distractions in the PM peak than in the AM peak. Motorists in residential & school land use had lower headway than those in mixed land use. This can be attributed to motorists' cautious driving behavior due to the existence of school zones and pedestrian crossings. In contrast, motorists in mixed land use tend to be more distracted by the commercial and tourist areas. The statistical models demonstrated that the overall effect of distracted drivers in the left lanes on the discharge headway at signalized intersections is significant. The TOD analysis showed that the distractions increased the headway by 40%, 37%, and 43% during the AM, MD and PM peak hours, respectively. Conversely, the overall distractions model results showed that the base headway increased by 40% resulting in reducing the intersection’s capacity by 30%.