April 9, 2008.
California Office of Traffic Safety Summit
San Francisco, CA.
May 19, 2009
University of Minnesota Center for Transportation Studies
Bloomington, MN
June 23, 2009
Driving Assessment 2009
Big Sky, Montana
June 26, 2009
PRI World Congress
Rotterdam, The Netherlands
June 27, 2009
Day of Architecture
Utrecht, The Netherlands
July 13, 2009
Association of Transportation Safety Information Professionals (ATSIP)
Phoenix, AZ.
August 12-14
Texas Department of Transportation “Save a Life Summit”
San Antonio, Texas
September 2, 2009
Governors Highway Safety Association Annual Meeting
Savannah, Georgia
September 11, 2009
Oregon Transportation Summit
Portland, Oregon
October 8
Honda R&D Americas
Raymond, Ohio
October 10-11
INFORMS Roundtable
San Diego, CA
October 21, 2009
California State University-San Bernardino, Leonard Transportation Center
San Bernardino, CA
November 5
Southern New England Planning Association Planning Conference
Uncasville, Connecticut
January 6
Texas Transportation Forum
Austin, TX
January 19
Yale University
(with Donald Shoup; details to come)
Monday, February 22
Yale University School of Architecture
Eero Saarinen Lecture
Friday, March 19
University of Delaware
Delaware Center for Transportation
April 5-7
University of Utah
Salt Lake City
McMurrin Lectureship
April 19
International Bridge, Tunnel and Turnpike Association (Organization Management Workshop)
Austin, Texas
Monday, April 26
Edmonton Traffic Safety Conference
Edmonton, Canada
Monday, June 7
Canadian Association of Road Safety Professionals
Niagara Falls, Ontario
Wednesday, July 6
Fondo de Prevención Vial
Bogotá, Colombia
Tuesday, August 31
Royal Automobile Club
Perth, Australia
Wednesday, September 1
Australasian Road Safety Conference
Canberra, Australia
Wednesday, September 22
Wisconsin Department of Transportation’s
Traffic Incident Management Enhancement Program
Statewide Conference
Wisconsin Dells, WI
Wednesday, October 20
Rutgers University
Center for Advanced Infrastructure and Transportation
Piscataway, NJ
Tuesday, March 8, 2011
Ontario Injury Prevention Resource Centre
Injury Prevention Forum
Toronto
Monday, May 2
Idaho Public Driver Education Conference
Boise, Idaho
Tuesday, June 2, 2011
California Association of Cities
Costa Mesa, California
Sunday, August 21, 2011
American Association of Motor Vehicle Administrators
Milwaukee, Wisconsin
Wednesday, October 26, 2011
Attitudes: Iniciativa Social de Audi
Madrid, Spain
April 16, 2012
Institute for Sensible Transport Seminar
Gardens Theatre, QUT
Brisbane, Australia
April 17, 2012
Institute for Sensible Transport Seminar
Centennial Plaza, Sydney
Sydney, Australia
April 19, 2012
Institute for Sensible Transport Seminar
Melbourne Town Hall
Melbourne, Australia
January 30, 2013
University of Minnesota City Engineers Association Meeting
Minneapolis, MN
January 31, 2013
Metropolis and Mobile Life
School of Architecture, University of Toronto
February 22, 2013
ISL Engineering
Edmonton, Canada
March 1, 2013
Australian Road Summit
Melbourne, Australia
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July 16th, 2010 at 5:19 pm
Yeah, I’ve walked in NYC on a couple of trips. Trusting your life to the fact that you’re in a marked crosswalk should be grounds for committal to a mental institution for your own safety.
July 17th, 2010 at 12:36 pm
The seminal study on marked crosswalks has shown that at best, they do nothing for pedestrian safety, and, at higher speed, multilane roads, they actually are associated with more pedestrian crashes than equivalent crossings without markings.
http://www.tsc.berkeley.edu/newsletter/summer2006/zegeerxwalks.html
July 21st, 2010 at 3:14 pm
The key point in Zegeer’s “seminal study”, as quoted in Jim’s link is that: “The design issue is not “if” pedestrians are part of the equation, but “how” they can best be included.” So, if marking crosswalks is not sufficient to provide safety, then more needs to be done (such as raised median refuges, advanced stop lines, etc., as noted in the link).
I think something missing from this study (and previous ones, such as the San Diego study that suggest a “false sense of security” in marked crosswalks) is consideration of why motorists fail to yield to pedestrians in crosswalks and whether a policy of generally not marking crosswalks, as followed in San Diego and many other communities for 30-some years after the oft mis-interpreted study there, breeds a false sense of entitlement on the part of motorists (i.e., lack of marked crosswalks reinforces the motorists’ belief that pedestrians don’t belong in the road and their ignorance of the presence of unmarked crosswalks; it is really rather fantastic to expect that motorists, who ignore such posted direction as speed limits and stop signs, would somehow pay attention to invisible demarcations for pedestrian safety). More specifically, I’d like to see a study of the potential “halo effects” of comprehensive marking of crosswalks within a city. Such an effect has been observed with photo enforcement of traffic signals; it is reasonable to expect, and anecdotal evidence in “pedestrian friendly” cities suggests that the more obvious the pedestrian infrastructure, the better yielding behavior by motorists.
The other, rather obvious consideration, is that the faster traffic is moving, the less likely motorists are to yield to pedestrians, as it’s just more difficult and disruptive to stop from a high speed than a low one. The indictment should not be of marked crosswalks, but rather of high-speed roads in pedestrian environments.
As the Zegeer study points out, the behavioral aspects have not been well studied. Rather, previous researchers have focused on speculation about the behavior of pedestrians (the unsupported “false sense of security” of the victims), while almost completely ignoring the behavior of the motorists (the ones doing the killing).