Understanding Interactions between Drivers and Pedestrian Features at Signalized Intersections – Phase 3

Lin, Pei-Sung; Kourtellis, Achilleas; Wang, Zhenyu; Chen, Cong; Rangaswamy, Rakesh; Jackman, Jason · 2019 · ROSA P / University of South Florida. Center for Urban Transportation Research

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Summary

This study, conducted by the University of South Florida’s Center for Urban Transportation Research for the Florida Department of Transportation (FDOT), addresses the critical issue of pedestrian safety in Florida, which ranks third nationally for pedestrian fatality rates. As the third phase of a multi-year research initiative, the project aimed to implement and evaluate specific engineering countermeasures—pedestrian feature signs—recommended in Phase 2, alongside education outreach efforts. The goal was to determine the effectiveness of these interventions in improving driver compliance at signalized intersections to support future statewide implementation. The research employed a before-after study design across seven FDOT districts in Florida. Researchers implemented four types of pedestrian feature signs: “Stop Here on Red,” “No Turn on Red,” “Turning Vehicles Yield to Pedestrians,” and “Right on Red Arrow after Stop.” Both static and blank-out (dynamic) sign variants were tested. Data collection involved video recording driver behaviors before and after sign installation. The study evaluated four treatment groups: Engineering Only, Engineering & Education Combined, Education after Engineering, and Education Only for Existing Signs. Statistical analysis was performed to assess changes in driver compliance rates, with significance tested at a 95% confidence level. The results demonstrated that three of the four sign types—“Right on Red after Stop,” “Turning Vehicles Yield to Pedestrians,” and “Stop Here on Red”—yielded statistically significant increases in driver compliance. Notably, compliance with “Right Turn on Red after Stop” signs in exclusive right-turn lanes increased from 10.2% to 25.2%, a 147% improvement. Blank-out “No Turn on Red” signs effectively reduced unnecessary vehicle delay by remaining dark when not needed, though their compliance rate (75.2%) was lower than that of static signs (90.9%). Demographic analysis revealed that young drivers showed higher compliance with “Turning Vehicles Yield to Pedestrians” signs, while both genders improved compliance across most sign types. Crucially, the combination of engineering countermeasures and education outreach achieved the highest driver compliance rates compared to engineering alone. The study concludes that implementing these pedestrian feature signs significantly improves driver behavior and pedestrian safety. It provides specific guidelines for FDOT and other agencies, recommending “No Turn on Red” signs where supported by engineering studies, and “Right on Red after Stop” signs where right-turning traffic frequently fails to stop. The findings emphasize that while signage alone is effective, adding targeted education outreach—particularly for young and older drivers—further enhances compliance. The report offers actionable recommendations for deploying static versus blank-out signs and conducting education campaigns to maximize safety benefits at signalized intersections.

Key finding

Compliance with Right Turn on Red after Stop signs increased from 10.2% to 25.2%, and combined engineering and education treatments achieved the highest overall driver compliance among all evaluated countermeasure groups.

Methodology

on_road

Provenance

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Topics

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• signaling behavior
• vru facing ehmi
• driver vru interaction
• rail grade crossings
• signage environment