Since the Pedestrian Plan was adopted by City Council in 2017, there have been significant pedestrian safety improvements across the city. The Pedestrian Plan identified the "High Injury Network," a set of 34 high-injury corridors and 37 high-injury intersections which make up just 2% of Oakland's streets but where 36% of pedestrian collisions happen. This network of high-injury corridors and intersections was identified by analyzing seven years pedestrian crashes (2008-2014) as well as the physical characteristics of the roadway and prioritized based on equity, safety, and walkability.
In addition, there was a brief survey to understand the needs and concerns of pedestrians in Oakland, identify the main barriers to walking and hear ideas for improving walking conditions. After receiving nearly 600 responses the survey is now closed. Thank you to all who participated.
pedestrian
Adopted by the City Council in 2002, the vision of the Pedestrian Master Plan is to promote a pedestrian-friendly environment; where public spaces, including streets and off-street paths, will offer a level of convenience, safety and attractiveness to the pedestrian that will encourage and reward the choice to walk.
A highway=pedestrian is a road or an area mainly or exclusively for pedestrians in which some vehicle traffic may be authorized (e.g. emergency, taxi, delivery, ...). Often found in shopping areas, town centres, places with tourism attractions and recreation/civic areas, where wide expanses of hard surface are provided for pedestrians to walk, but also may be found in residential communities designed to be navigated primarily by foot.
In English-speaking countries, "mews style" housing is a term which may be used to describe urban residential developments which are fronted on a pedestrian street. This term originates from British urban residential areas which were developed to cater to horse and carriage transportation prior to the proliferation of the automobile. In the present day, the term "mews" can be seen in both older communities which have kept their historic name, and in newer communities designed to resemble those pre-automobile developments. The newer developments are often associated with the New Urbanism movement in urban planning. Contemporary mews style housing can take on many different forms and functions, and can be observed in social housing developments, communities designed for the elderly, and private gated communities, for example. Terraced houses are particularly common in "mews style" communities. Note that the presence of the term "mews" in a street, building, or community name is not necessarily an indicator of the current housing and street style in itself, as its use could be a historical holdover that has persisted after the built environment has changed, or a reflection of the whims of a developer unconcerned with the specificity of the description.
To map a pedestrianised road nothing other than a simple way is required. Add the highway=pedestrian tag to it and a name=* where applicable to make it complete. Some mappers use this tag only on wider streets which may theoretically be wide enough for other vehicles, although what is and isn't a pedestrian street as opposed to a foot path likely varies in definition relative to region.
An area (closed way or multipolygon) tagged with highway=pedestrian + area=yes is the most common way to map the pedestrian area of a square or plaza, where pedestrians can travel freely in all directions. If there are roads passing through the area of the square, map them as usual and make connecting nodes at all intersections with the pedestrian area. Also other paths such as highway=footway as well as roads have to connect with the edge of the pedestrian area where they intersect. [However, note that few routers will route through the area, most will route around the edge of it.]
Also see the tag place=square for named squares which might include other features, use the pedestrian tag for actual pedestrian areas only. Add a node at the centre of the square or draw the way at the outer limits of the pedestrian area, possibly even connecting with surrounding walls, fences, buildings, etc.
In Italy, access for bicycles to pedestrian areas is allowed by default. If you are mapping in Italy, you are encouraged to explicitly state bicycle=* when mapping highway=pedestrian in order to avoid ambiguity.
The report uses an organizing framework of vehicle-based changes, infrastructure improvements, and data needs for improving pedestrian safety. Given that the poor visibility of people walking in and around moving vehicles is a serious problem, the report considers improvements to vehicle lighting systems that are being developed but are not yet in place. The report also considers other vehicle safety systems that can improve pedestrian safety and recognizes the needs of local transportation planning work to improve pedestrian safety. Several recommendations target data needs to better guide the implementation of countermeasures and to gauge the effectiveness of programmatic efforts. The report focuses on issues common to all pedestrians without separating out subgroups of risk or specific countermeasures for only certain types of events. The report makes recommendations to the National Highway Traffic Safety Administration, the Federal Highway Administration, and the Centers for Disease Control and Prevention.
Preventing pedestrian crashes is easy. Using crosswalks, yielding to others, and making smart crossing decisions will reduce the number of pedestrian fatalities and injuries in the state. The Office of Highway Safety and the Delaware Department of Transportation (DelDOT) is teaming up with State and local law enforcement to educate the public about safe walking practices through the Walk Smart campaign. It involves a combination of law enforcement stopping violators and educating them about safe walking and crossing practices and public awareness activities. OHS officials say the public awareness and education is what will truly drive the success of this effort.
OHS is promoting the Walk Smart campaign starting in October, 2018 and continuing throughout 2019. Across the state you will see DART bus ads, sidewalk decals, door hangers, posters, flyers, and lifeguard stand ads. OHS will produce and DelDOT will distribute sidewalk decals to towns who want to remind pedestrians to cross at marked crosswalks and intersections. OHS will partner with towns to set up pedestrian safety checks along roadways with high pedestrian crash data to distribute pedestrian safety informational flyers that highlight safe pedestrian practices along with reflective items with the "Walk Smart" message.
Most pedestrian fatalities occur at night, which is why FHWA recently published the Pedestrian Lighting Primer, a resource for transportation practitioners installing and improving pedestrian lighting at locations with existing and future pedestrian activity.
The FHWA has also partnered with FTA to improve safety for pedestrian and bicyclists near transit stops. The agencies released a new guide, Improving Safety for Pedestrians and Bicyclists Accessing Transit, to address common safety issues likely to arise near transit stations, bus stops, and other places where bus or rail transit systems operate. The guide can help transit agencies, State and local roadway owners, and regional organizations in addressing pedestrian and bicyclist safety concerns in accessing transit.
As part of efforts to improve pedestrian safety, NHTSA is also launching a new paid media campaign from October 10-31 to educate drivers about the dangers of illegally passing stopped school buses and pedestrian safety for children when boarding and leaving a school bus.
National Pedestrian Safety Month also highlights the disparities in pedestrian safety and the importance of equity in road safety for all. Black and Native American pedestrians are disproportionately killed in the United States, as compared to white pedestrians.
The Hawaii Pedestrian Toolbox, a companion document to this Plan, was developed to identify best practices in designing for pedestrian safety, mobility, and accessibility. Topics include layout of sidewalks, presence and timing of pedestrian crossing signals, access management along roadways, and intersection design. The Hawaii Pedestrian Toolbox will serve as a resource for planners and designers as they consider pedestrians during design.
Section 3: Accessibility addresses considerations related to compliance with ADA and PROWAG requirements applicable to pedestrian facilities. The measures presented in this section are provided to ensure that these facilities can accommodate the elderly, the hearing impaired, and the visually impaired.
Section 5: Intersections and Crossings focuses specifically on the design of locations where pedestrians cross streets and roadways, as well as grade-separated crossings. These locations are especially important because pedestrians are extremely vulnerable due to their proximity to vehicles.
Section 7: Shared Use Paths covers design practices related to trails and paths that are shared by pedestrians and bicyclists. Specific topics addressed include plans for local and regional connectivity, the difference between shared use paths and recreation trails and path components, dimensions, and other design treatments.
Section 8: Children and School Zones addresses considerations related to enhancing school walking routes and pedestrian access to and from schools. This section will address special considerations related to children and how to improve student pedestrian safety.
Section 10: Effective Pedestrian Programs addresses education, enforcement, encouragement, evaluation, and equity as part of pedestrian planning, design, and operations. The influences of the built environment and infrastructure are summarized. 2ff7e9595c
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