HAWK Evaluation NE/SE 41 st Ave & E Burnside St Sirisha Kothuri William Farley Kimber Miller Aaron Rieck Civil & Environmental Engineering

HAWK EvaluationNE/SE 41st Ave & E Burnside St

Sirisha KothuriWilliam FarleyKimber MillerAaron Rieck

Civil & Environmental Engineering


Outline

• Introduction• Area Characteristics• Data• Analysis• Conclusions• Recommendations• Acknowledgements


Introduction• High Intensity Activated CrossWalK• Motivation – Portland Crashes (1985 – 2002)

– Increase in bicycle traffic – Commitment to walking and biking

Pedestrians Crashes

3% Injuries

29 % Fatalities


Introduction – cont.• Crashes at non – signalized intersections– Bikes and Peds have trouble finding gaps– Motorists on major streets do not yield or stop

• Options to reduce crashes – Median refuge islands, painted crosswalks

• Low compliance rate

– Install traffic signal• Not warranted, higher delay, increase in emissions

– HAWK


MUTCD & HAWK Locations• 2009 MUTCD– Includes information on ped hybrid beacon– Application, design and operation

• Installed locations– Portland, OR• 41st & Burnside• 18th & Sandy

– Tucson, AZ– Other cities (Washington DC, Salt Lake City )


Study Area

Burnside St & 41st Ave


Study Area

Current Portland Bicycle Map

Portland Bicycle Plan for 2030

E. Burnside St & 41st Ave


Study Area - 41st Avenue


Study Area - Burnside St


Study AreaStudy Area – Intersection Diagram

Source: FHWA Experimentation #4-298(E) Modified HAWK Signal and Bike Signal - Draft Report


HAWKWestbound Burnside

Eastbound Burnside


HAWK Display

Flashing Yellow

Solid Yellow

Solid Red

Flashing Red


Bike and Pedestrian DisplaysDon’t Walk

Walk

Flashing Don’t Walk


Display Sequence

Source: FHWA Experimentation #4-298(E) Modified HAWK Signal and Bike Signal - Draft Report


Data• Video data available for 4 days in May 2009

• Analyzed time periods– PM Peak (5 – 6 PM) on Thursday, 5/14/2009 – AM Peak (8 – 9 AM) on Friday, 5/15/2009

• Type of data gathered – Counts: Pedestrian & Bicyclist– Violations: Pedestrian, Bicyclist, & Motor vehicles– Delay: Pedestrian & Bicyclist


Intersection via Video


Analysis – Pedestrian & Bicycle Delay

• Delay data not collected from video because of camera angle

• HAWK activates as soon as button is pressed• Min time between activations – 30 sec• Observed and collected data in PM on

February 22, 2011 Avg Delay/Stopped Bike Avg Delay/Approach Bike

SB on 41st 20 sec 7.5 sec

NB on 41st 16.67 sec 12.5 sec


Analysis – Pedestrian CountsMale Female Unknown

AM 3 17 4 PM 9 19 3


Analysis – Pedestrian ViolationsTotal AM => 23Total PM => 24


Analysis - Bicycle CountsMale Female Unknown

AM 24 9 11 PM 61 19 4


Analysis – Bicycle ViolationsTotal AM => 44Total PM => 84


Analysis – Vehicle Movement Violations Counts


Analysis – Vehicle Violation SpecificsHAWK Activations

AM => 28PM => 41


CrashesRear – End Fixed Head – On Side Swipe

Before Installation(Oct 2004 – Oct 2006)

2 1 0 0

After Installation(Nov 2006 – Nov 2008)

5 0 1 1

Direction of Change

Source: FHWA Experimentation #4-298(E) Modified HAWK Signal and Bike Signal -Draft Report

Source: FHWA “Safety Effectiveness of the HAWK Pedestrian Crossing Treatment”..


Conclusions

• Primary objective of using the HAWK system• System usage at study location• Violations were observed for all modes • Crashes for the study location


Recommendations• Improvements to the signal on Burnside• Improvements to the signal on 41st• Increased public education• Further research on crash patterns and

effectiveness


Acknowledgements

• Bureau of Transportation, City of Portland• Dr. Ashley Haire, Portland State University• Mark Haines, PSU/City of Portland

Documents

HAWK Evaluation NE/SE 41 st Ave & E Burnside St Sirisha Kothuri William Farley Kimber Miller Aaron Rieck Civil & Environmental Engineering